PA-28-181, ARCHER III
ARCHER III
PA-28-181
SN 2843823, 2881001 AND UP
With Garmin G1000 System
REFERENCE ONLY
THIS ELECTRONIC VERSION
OF THE POH IS
NOT APPROVED TO
REPLACE ANY OPERATING
INFORMATION REQUIRED
BY THE REGULATIONS.
PILOT’S
OPERATING
HANDBOOK
AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL
AIRPLANE
SERIAL NO._______________________
AIRPLANE
REGIST. NO.____________________
PA-28-181
REPORT: VB-2749 FAA APPROVED BY:________________________________
ERIC A. WRIGHT
O.D.A. 510620-CE
DATE OF APPROVAL:
PIPER AIRCRAFT, INC.
DECEMBER 22, 2017
VERO BEACH, FLORIDA
FAA APPROVED IN NORMAL AND UTILITY CATEGORIES BASED ON CAR 3.
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO
THE PILOT BY CAR 3 AND CONSTITUTES THE APPROVED AIRPLANE FLIGHT
MANUAL AND MUST BE CARRIED IN THE AIRPLANE AT ALL TIMES.
ISSUED: December 22, 2017
REPORT: VB-2749
i
PA-28-181, ARCHER III
Published by
TECHNICAL PUBLICATIONS
Issued: December 22, 2017
© 2017–2018 PIPER AIRCRAFT, INC.
All Rights Reserved
REPORT: VB-2749
ii
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-181
model airplane designated by serial number and registration number on the face
of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a
current status.
WARNING
EXTREME CARE MUST BE EXERCISED
TO LIMIT THE USE OF THIS HANDBOOK
TO APPLICABLE AIRCRAFT. THIS
HANDBOOK IS VALID FOR USE WITH
THE AIRPLANE IDENTIFIED ON THE
FACE OF THE TITLE PAGE. SUBSEQUENT
REVISIONS SUPPLIED BY PIPER MUST
BE PROPERLY INSERTED.
WARNING
This handbook cannot be used for operational
purposes unless kept in a current status.
WARNING
Inspection,
maintenance
and
parts
requirements for all non-PIPER APPROVED
STC installations are not included in this
handbook. When a non-PIPER APPROVED
STC installation is incorporated on the airplane,
those portions of the airplane affected by the
installation must be inspected in accordance
with the inspection program published by
the owner of the STC. Since non-PIPER
APPROVED STC installations may change
systems interface, operating characteristics
and component loads or stresses on adjacent
structures, PIPER provided inspection criteria
may not be valid for airplanes with non-PIPER
APPROVED STC installations.
ISSUED: December 22, 2017
REPORT: VB-2749
iii
PA-28-181, ARCHER III
REVISIONS
The information compiled in the Pilot’s Operating Handbook, with the
exception of the equipment list, will be kept current by revisions distributed to
the airplane owners. The equipment list was current at the time the airplane was
certified by the manufacturer and thereafter must be maintained by the owner.
Revision material will consist of information necessary to update the text
of the present handbook and/or to add information to cover added airplane
equipment.
I.
Revisions
Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in accordance
with the instructions given below:
1.
2.
3.
Revision pages will replace only pages with the same page number.
Insert all additional pages in proper numerical order within each
section.
Insert page numbers followed by a small letter in direct sequence with
the same common numbered page.
II. Identification of Revised Material
Revised text and illustrations are indicated by a black vertical line located
along the outside margin of each revised page opposite the revised, added, or
deleted information. A black vertical line next to the page number indicates that
an entire page has been changed or added.
Black vertical lines indicate current revisions only. Correction of typographical
or grammatical errors or the physical relocation of information on a page will
not be indicated by a symbol.
ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given
below:
Title, ii through viii, 1-1 through 1-14, 2-1 through 2-18, 3-1 through 3-42,
4-1 through 4-26, 5-1 through 5-34, 6-1 through 6-12, 7-1 through 7-66, 8-1
through 8-20, 9-1 through 9-54, 10-1 through 10-2.
REPORT: VB-2749
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ISSUED: December 22, 2017
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-28-181 ARCHER III Pilot’s Operating Handbook,
REPORT: VB-2749 issued December 22, 2017.
Revision
Number and
Revised
Description of Revisions
Code
Pages
Rev. 1
ii
(PR180507)
v
3-ii
3-3
3-6
3-24
3-30
3-34
4-22
4-26
7-8
7-40
7-41
7-53
7-54
7-55
9-i
9-9 thru
9-18
9-19, -20
9-48, -49
FAA Approval
Signature and
Date
Updated copyright.
Added Rev. 1 to TOC.
Revised T.O.C.
Revised Para. 3.1.
Revised Para. 3.1.
Revised Para. 3.5e.
Revised Para. 3.5e.
Revised Para. 3.5e.
Revised Para. 4.5n.
Revised Para. 4.13.
Revised Para. 7.15.
Revised Para. 7.15.
Revised Para. 7.15.
Revised Para. 7.23.
Revised Figure 7-9.
Revised Figure 7-9.
Revised T.O.C.
Added Supplement 2.
Added pages 9-11 thru 9-18.
Revised Supplement 3.
Revised Supplement 6,
Figure 7-9.
ISSUED: December 22, 2017
REVISED: May 7, 2018
____________
Eric A. Wright
May 7, 2018
REPORT: VB-2749
v
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (continued)
Revision
Number and
Revised
Description of Revisions
Code
Pages
REPORT: VB-2749
vi
FAA Approval
Signature and
Date
ISSUED: December 22, 2017
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 1
GENERAL
SECTION 2
LIMITATIONS
SECTION 3
EMERGENCY PROCEDURES
SECTION 4
NORMAL PROCEDURES
SECTION 5
PERFORMANCE
SECTION 6
WEIGHT AND BALANCE
SECTION 7
DESCRIPTION AND OPERATION OF
THE AIRPLANE AND ITS SYSTEMS
SECTION 8
AIRPLANE HANDLING, SERVICING
AND MAINTENANCE
SECTION 9
SUPPLEMENTS
SECTION 10
OPERATING TIPS
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PA-28-181, ARCHER III
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ISSUED: December 22, 2017
SECTION 1
GENERAL
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph
No.
Page
No.
1.1
Introduction.................................................................................
1-1
1.3
Notations......................................................................................
1-3
1.5
Engine .........................................................................................
1-5
1.7
Propeller......................................................................................
1-5
1.9
Fuel
.........................................................................................
1-5
1.11
Oil
.........................................................................................
1-6
1.13
Maximum Weights......................................................................
1-6
1.15
Standard Airplane Weights..........................................................
1-6
1.17
Baggage Space.............................................................................
1-6
1.19
Specific Loadings........................................................................
1-6
1.21
G1000 GNSS (GPS/SBAS) Navigation System
Equipment Approvals............................................................
1-7
1.23
1-9
Symbols, Abbreviations and Terminology..................................
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REPORT: VB-2749
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SECTION 1
GENERAL
PA-28-181, ARCHER III
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ISSUED: December 22, 2017
SECTION 1
GENERAL
PA-28-181, ARCHER III
SECTION 1
GENERAL
1.1 Introduction
This Pilot’s Operating Handbook is designed for maximum utilization as
an operating guide for the pilot. It includes the material required to be furnished
to the pilot by F.A.R./C.A.R. It also contains supplemental data supplied by the
airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent
flight instruction, knowledge of current airworthiness directives, applicable
federal air regulations or advisory circulars. It is not intended to be a guide
for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that
the airplane is safe for flight. The pilot is also responsible for remaining within
the operating limitations as outlined by instrument markings, placards, and this
handbook.
Although the arrangement of this handbook is intended to increase its
in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself with
the limitations, performance, procedures and operational handling characteristics
of the airplane before flight.
The handbook has been divided into numbered sections, each provided with
a “finger-tip” tab divider for quick reference. The limitations and emergency
procedures have been placed ahead of the normal procedures, performance and
other sections to provide easier access to information that may be required in
flight. The “Emergency Procedures” Section has been furnished with a red tab
divider to present an instant reference to the section. Provisions for expansion of
the handbook have been made by the deliberate omission of certain paragraph
numbers, figure numbers, item numbers and pages noted as being intentionally
left blank.
ISSUED: December 22, 2017
REPORT: VB-2749
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SECTION 1
GENERAL
PA-28-181, ARCHER III
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REPORT: VB-2749
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ISSUED: December 22, 2017
SECTION 1
GENERAL
PA-28-181, ARCHER III
1.3
Notations
WARNING
Operating procedures or techniques which may result
in personal injury or loss of life if not carefully followed
or a hazard which may require immediate crew
recognition and corrective action.
CAUTION
Operating procedures or techniques which may result in
damage to equipment if not carefully followed or the need
for immediate crew awareness and possible need for future
corrective action.
NOTE
Supplemental information or highlights considered of
sufficient significance to require emphasizing.
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ISSUED: December 22, 2017
REPORT: VB-2749
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SECTION 1
GENERAL
PA-28-181, ARCHER III
THREE VIEW
Figure 1-1
REPORT: VB-2749
1-4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 1
GENERAL
1.5 Engine
(a) Number of Engines
1
(b) Engine Manufacturer
Lycoming
(c) Engine Model Number
(1) Fuel Injected
IO-360-B4A
(d) Takeoff Power (BHP)
180
(e) Takeoff Power Engine
Speed (RPM)
2700
(f) Bore (inches)
5.125
(g) Stroke (inches)
4.375
(h) Displacement (cubic inches)
361.0
(i) Compression Ratio
8.5:1
(j) Engine Type
Four Cylinder, Direct Drive,
Horizontally Opposed with Fuel Injection
1.7 Propeller
(a)
(b)
(c)
(d)
(e)
Number of Propellers
Propeller Manufacturer
Model
Number of Blades
Propeller Diameter (inches)
(1) Maximum
(2) Minimum
(f) Propeller Type
1
Sensenich
76EM8S14-0-62
2
76
76
Fixed Pitch
1.9 Fuel AVGAS ONLY
(a) Fuel Capacity (U.S. gal.) (total)
(b) Usable Fuel (U.S. gal.) (total)
(c) Fuel
(1) Minimum Octane
ISSUED: December 22, 2017
50
48
100 Green or 100LL Blue
Aviation Grade
REPORT: VB-2749
1-5
SECTION 1
GENERAL
PA-28-181, ARCHER III
1.11 Oil (a) Oil Capacity (U.S. quarts)
8
(b) Oil Specification
Refer to latest issue
of Lycoming Service
Instruction 1014.
(c) Oil Viscosity per Average Ambient
Temp. for Starting
Single
Multi
(1) Above 60°F
S.A.E. 50
S.A.E. 40 or 50
(2) 30°F to 90°F
S.A.E. 40
S.A.E. 40
(3) 0°F to 70°F
S.A.E. 30
S.A.E. 40 or
20W-30
(4) Below 10°F
S.A.E. 20
S.A.E. 20W-30
1.13 Maximum Weights
(a) Maximum Ramp Weight (lbs.)
(b) Maximum Takeoff Weight (lbs.)
(c) Maximum Landing Weight (lbs.)
(d) Maximum Weights in Baggage
Compartment (lbs.)
Normal
2558
2550
2550
Utility
2138
2130
2130
200
0
1.15 Standard Airplane Weights
Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
1.17 Baggage Space
(a) Compartment Volume (cubic feet)
(b) Entry Width (inches)
(c) Entry Height (inches)
24
22
20
1.19 Specific Loadings
(a) Wing Loading (lbs. per sq. ft.)
(b) Power Loading (lbs. per hp)
REPORT: VB-2749
1-6
15.0
14.2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 1
GENERAL
1.21 G1000 GNSS (GPS/SBAS) Navigation System Equipment
Approvals
The Garmin G1000 Integrated Avionics GNSS navigation system installed
in this aircraft is a GPS system with a Satellite Based Augmentation System
(SBAS) comprised of two ETSO-145/TSO-C145d Class 3 approved Garmin
GIA 64Ws, ETSO-146/TSO-C146d Class 3 approved Garmin GDU Display
Units (1050 and 1054) and two GA36 GPS antennas (one is a GA37 if optional
GDL 69 is installed).
The Garmin G1000 Integrated Avionics GNSS navigation system as installed
in this aircraft complies with AC 20-138D and has airworthiness approval for
navigation using GPS and GPS/SBAS (within the coverage of a satellitebased augmentation system complying with ICAO Annex 10) for IFR enroute,
terminal area, and non-precision approach operations including those approaches
titled “GPS”, “or GPS”, and “RNAV (GPS)” approaches. The Garmin GNSS
navigation system is approved for approach procedures with vertical guidance
including “LPV” and “LNAV/VNAV”, and without vertical guidance including
“LP” and “LNAV” within the U.S. National Airspace System.
ISSUED: December 22, 2017
REPORT: VB-2749
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SECTION 1
GENERAL
PA-28-181, ARCHER III
1.21 G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT
APPROVALS (continued)
The Garmin G1000 Integrated Avionics GNSS navigation system as
installed in this aircraft complies with the equipment requirements of AC
90-105A and meets the equipment performance and functional requirements
to conduct RNP terminal departure and arrival procedures and RNP approach
procedures without RF (radius to fix) legs. Part 91 subpart K and 135 operators
require operational approval from the FAA.
The Garmin GNSS navigation system complies with the equipment
requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In
accordance with AC 90-100A, Part 91 operators (except subpart K) following the
aircraft and training guidance in AC 90-100A are authorized to fly RNAV 2 and
RNAV 1 procedures. Part 91 subpart K and 135 operators require operational
approval from the FAA.
The Garmin G1000 GNSS navigation system has been found to comply
with the requirements for GPS oceanic/remote navigation (RNP-10) without
time limitations in accordance with AC 20-138D. The Garmin GNSS navigation
system can be used without reliance on other long range navigation systems. This
does not constitute an operational approval.
The Garmin G1000 Integrated Avionics GNSS navigation system as
installed in this aircraft has been found to comply with the requirements
for primary means of navigation in oceanic/remote navigation (RNP-4) in
accordance with AC 20-138D. The G1000 can be used without reliance on other
long-range navigation systems. Additional equipment may be required to obtain
operational approval to utilize RNP-4 performance. This does not constitute an
operational approval.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA)
in accordance with AC 20-153A for database integrity, quality, and database
management practices for the Navigation database. Flight crews and operators
can view the LOA status at FlyGarmin.com then select “Type 2 LOA Status”.
Navigation information is referenced to WGS-84 reference system.
REPORT: VB-2749
1-8
ISSUED: December 22, 2017
SECTION 1
GENERAL
PA-28-181, ARCHER III
1.23 Symbols, Abbreviations and Terminology
The following definitions are of symbols, abbreviations and terminology
used throughout the handbook and those which may be of added operational
significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS
Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere
at sea level.
KCAS
Calibrated Airspeed expressed in Knots.
GS
Ground Speed is the speed of an airplane
relative to the ground.
IAS
Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when
corrected for instrument error. IAS values
published in this handbook assume zero
instrument error.
KIAS
Indicated Airspeed expressed in Knots.
TAS
True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the
CAS corrected for altitude, temperature and
compressibility.
Vo
Maximum operating Maneuvering Speed is
the maximum speed at which application of
full available aerodynamic control will not
overstress the airplane.
NOTE
VO is defined in accordance with FAR23
Amendment 45.
Vfe
ISSUED: December 22, 2017
Maximum Flap Extended Speed is the
highest speed permissible with wing flaps in
a prescribed extended position.
REPORT: VB-2749
1-9
SECTION 1
GENERAL
PA-28-181, ARCHER III
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)
Vne/Mne
Never Exceed Speed or Mach Number is the
speed limit that may not be exceeded at any
time.
Vno
Maximum Structural Cruising Speed is the
speed that should not be exceeded except in
smooth air and then only with caution.
Vs
Stalling Speed or the minimum steady flight
speed at which the airplane is controllable.
Vso
Stalling Speed or the minimum steady flight
speed at which the airplane is controllable in
the landing configuration.
Vx
Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
Vy
Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude in
the shortest possible time.
(b) Meteorological Terminology
ISA
International Standard Atmosphere in which:
The air is a dry perfect gas; The temperature
at sea level is 15° Celsius (59° Fahrenheit);
The pressure at sea level is 29.92 inches
Hg (1013.2 mb); The temperature gradient
from sea level to the altitude at which
the temperature is -56.5°C (-69.7°F) is
-0.00198C (-0.003564°F) per foot and zero
above that altitude.
OAT
Outside Air Temperature is the free air
static temperature, obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for
instrument error and compressibility effects.
REPORT: VB-2749
1-10
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SECTION 1
GENERAL
PA-28-181, ARCHER III
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)
Indicated
Pressure Altitude
The number actually read from an
altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2
millibars).
Pressure Altitude
Altitude measured from standard sealevel pressure (29.92 in. Hg) by a pressure
or barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook, altimeter
instrument errors are assumed to be zero.
Station Pressure
Actual atmospheric pressure at field
elevation.
Wind
The wind velocities recorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
(c) Power Terminology
Maximum
Continuous
Power
Maximum power permissible continuously
during flight.
Takeoff Power
Maximum power permissible for takeoff.
(d) Engine Instruments
EGT
Exhaust Gas Temperature
FFLOW
Fuel Flow
RPM
Propeller Speed
ISSUED: December 22, 2017
REPORT: VB-2749
1-11
SECTION 1
GENERAL
PA-28-181, ARCHER III
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)
(e) Avionics System Abbreviations/Terminology
1
2
ADAHRS
AFCS
CAS
EBD
EIS
FDE
FOB
GDL
GDU
GEA
GFC
GIA
GMA
GMU
GPS
GSU
GTX
MFD
PFD
PFT
SBAS
TAWS
WAAS
REPORT: VB-2749
1-12
Refers to pilot’s side (ADAHRS1, ADC1, GPS1)
Refers to co-pilot’s side (ADAHRS2, ADC2, GPS2)
Air Data, Attitude and Heading Reference System
Automatic Flight Control System
Crew Alerting System
Evolution Backup Display (Aspen standby instrument)
Engine Indication System
Fault Detection and Exclusion
Fuel On Board
Garmin Datalink
Garmin Display Unit
Garmin Engine/Airframe Processing Unit
Garmin Flight Control System
Garmin Integrated Avionics Unit
Garmin Audio Panel
Garmin Magnetometer Unit
Global Positioning System
Garmin ADAHRS
Garmin Transponder
Multi-Function Display
Primary Flight Display
Preflight Test
Satellite-Based Augmentation System
Terrain Awareness and Warning System
Wide Area Augmentation System
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SECTION 1
GENERAL
PA-28-181, ARCHER III
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)
(f) Airplane Performance and Flight Planning Terminology
Accelerate-Stop
Distance
The distance required to accelerate an airplane
to a specified speed and, assuming failure of
an engine at the instant that speed is attained,
to bring the airplane to a stop.
Climb Gradient
The demonstrated ratio of the change in
height during a portion of a climb, to the
horizontal distance traversed in the same time
interval.
Demonstrated
Crosswind
Velocity
(Demo. X-Wind)
The demonstrated crosswind velocity is the
velocity of the crosswind component for
which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.
Route Segment
A part of a route. Each end of that part is
identified by: (1) a geographical location; or
(2) a point at which a definite radio fix can
be established.
(g) Weight and Balance Terminology
Arm
The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.
Center of Gravity
(C.G.)
The point at which an airplane would
balance if suspended. Its distance from the
reference datum is found by dividing the total
moment by the total weight of the airplane.
C.G. Arm
The arm obtained by adding the airplane’s
individual moments and dividing the sum by
the total weight.
C.G. Limits
The extreme center of gravity locations
within which the airplane must be operated at
a given weight.
ISSUED: December 22, 2017
REPORT: VB-2749
1-13
SECTION 1
GENERAL
PA-28-181, ARCHER III
1.23 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (continued)
Datum
An imaginary vertical plane from which all
horizontal distances are measured for balance
purposes.
Basic Empty
Weight
Standard empty weight plus optional
equipment.
Maximum
Landing Weight
Maximum weight approved for the landing
touchdown.
Maximum Ramp
Weight
Maximum weight approved for ground
maneuver. (It includes weight of start, taxi
and run up fuel.)
Maximum
Takeoff Weight
Maximum weight approved for the start of
the takeoff run.
Maximum Zero
Fuel Weight
Maximum weight exclusive of usable fuel.
Moment
The product of the weight of an item multiplied by its arm. (Moment divided by a
constant is used to simplify balance calculations by reducing the number of digits.)
Payload
Weight of occupants, cargo and baggage.
Standard Empty
Weight
Weight of a standard airplane including
unusable fuel, full operating fluids and full
oil.
Station
A location along the airplane fuselage usually
given in terms of distance from the reference
datum.
Unusable Fuel
Fuel remaining after a runout test has been
completed in accordance with governmental
regulations.
Usable Fuel
Fuel available for flight planning.
Useful Load
Difference between takeoff weight, or
ramp weight is applicable, and basic empty
weight.
REPORT: VB-2749
1-14
ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph
No.
Page
No.
2.1
General........................................................................................
2-1
2.3
Airspeed Limitations...................................................................
2-1
2.5
Airspeed Indicator Markings.......................................................
2-2
2.7
Powerplant Limitations...............................................................
2-3
2.9
Powerplant Instrument Markings................................................
2-4
2.11
Systems Limitations....................................................................
2-4
2.13
Weight Limits..............................................................................
2-4
2.15
Center of Gravity Limits.............................................................
2-5
2.17
Maneuver Limits.........................................................................
2-6
2.19
Flight Load Factors......................................................................
2-6
2.21
Types of Operations....................................................................
2-6
2.23
Fuel Limitations...........................................................................
2-6
2.25
Garmin G1000 Avionics System Limitations.............................
2-7
2.27
GFC 700 Automatic Flight Control System (AFCS)..................
2-14
2.29
Aspen Standby Instrument Limitations.......................................
2-15
2.31
Placards........................................................................................
2-15
ISSUED: December 22, 2017
REPORT: VB-2749
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LIMITATIONS
PA-28-181, ARCHER III
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REPORT: VB-2749
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ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
SECTION 2
LIMITATIONS
2.1 General
This section provides the FAA Approved operating limitations, instrument
markings, color coding and basic placards necessary for operation of the airplane
and its systems.
This airplane must be operated as a normal or utility category airplane in
compliance with the operating limitations stated in the form of placards and
markings and those given in this section and this complete handbook.
Limitations associated with those optional systems and equipment which
require handbook supplements can be found in Section 9 (Supplements).
2.3 Airspeed Limitations
SPEED
KIAS
KCAS
Never Exceed Speed (Vne) - Do not exceed
this speed in any operation.
154
148
Maximum Structural Cruising Speed
(Vno) - Do not exceed this speed except in
smooth air and then only with caution.
125
121
ISSUED: December 22, 2017
REPORT: VB-2749
2-1
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.3 AIRSPEED LIMITATIONS (continued)
CAUTION
Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become more
pronounced. Linear interpolation may be used for
intermediate gross weights. Maneuvering speed
should not be exceeded while operating in rough
air.
SPEED
KIAS
KCAS
Maximum Operating Maneuvering Speed (Vo) Do not make full or abrupt control movements
above this speed.
At 2550 lbs. G.W.
At 1917 lbs. G.W.
113
98
111
96
Maximum Flaps Extended Speed (Vfe) Do not exceed this speed with the flaps
extended.
102
100
2.5 Airspeed Indicator Markings
(PFD and Standby Airspeed Indicator)
MARKING
Red Line (Never Exceed)
KIAS
154
Yellow Band (Caution Range - Smooth
Air Only)
125 to 154
Green Band (Normal Operating Range)
50 to 125
White Band (Flap Down)
45 to 102
REPORT: VB-2749
2-2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 2
LIMITATIONS
2.7 Powerplant Limitations
(a) Number of Engines
(b) Engine Manufacturer
(c) Engine Model No.
(1) Fuel Injected
(d) Engine Operating Limits
(1) Rated Horsepower (BHP)
(2) Max. Propeller Speed (RPM)
(3) Max. Oil Temperature
(4) Oil Pressure
Minimum (red line)
Maximum (red line)
(5) Fuel (AVGAS ONLY)
(minimum grade)
(6) Number of Propellers
(7) Propeller Manufacturer
(8) Propeller Model
(9) Propeller Diameter (Inches)
Minimum
Maximum
(10) Propeller Tolerance @ ISA Conditions
(static RPM at maximum permissible
throttle setting at sea level)
ISSUED: December 22, 2017
1
Lycoming
IO-360-B4A
180
2700
245ºF
25 PSI
115 PSI
100 or 100LL
Aviation Grade
1
Sensenich
76EM8S14-0-62
76
76
Not above 2340 RPM
Not below 2240 RPM
REPORT: VB-2749
2-3
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.9 Powerplant Instrument Markings
(a) Tachometer
Green Arc (Normal Operating Range)
Red Line (Maximum)
(b) Oil Temperature
Green Band (Normal Operating Range)
Red Line (Maximum)
(c) Oil Pressure
Green Band (Normal Operating Range)
Yellow Band (Caution Range) (Idle)
Yellow Band (Ground Warm-Up)
Red Line (Minimum)
Red Line (Maximum)
500 to 2700 RPM
2700 RPM
75° to 245°F
245°F
55 PSI to 95 PSI
25 PSI to 55 PSI
95 PSI to 115 PSI
25 PSI
115 PSI
2.11 Systems Limitations
(a) Emergency Battery
Minimum
23.3 VOLTS
2.13 Weight Limits
(a) Maximum Ramp (lbs.)
(b) Maximum Weight (lbs.)
(c) Maximum Baggage (lbs.)
REPORT: VB-2749
2-4
Normal
2558
2550
200
Utility
2138
2130
0
ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.15 Center of Gravity Limits
(a) Normal Category
Weight
Pounds
Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
88.6
82.0
93.0
93.0
2550
2050 (and less)
(b) Utility Category
Weight
Forward Limit
Pounds
Inches Aft of Datum
2130
83.0
2050 (and less)
82.0
Rearward Limit
Inches Aft of Datum
93.0
93.0
NOTE
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing
leading edge at the inboard intersection of the
straight and tapered section.
It is the responsibility of the airplane owner and
the pilot to ensure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
ISSUED: December 22, 2017
REPORT: VB-2749
2-5
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.17 Maneuver Limits
(a) Normal Category - All acrobatic maneuvers including spins prohibited.
(b) Utility Category - Approved maneuvers for bank angles exceeding 60°.
Steep Turns
Lazy Eights
Chandelles
Entry Speed
113 KIAS
113 KIAS
113 KIAS
2.19 Flight Load Factors
(a) Positive Load Factor (Maximum)
(b) Negative Load Factor (Maximum)
Normal
3.8 G
-1.5 G
Utility
4.4 G
-1.7 G
No inverted maneuvers approved
2.21 Types of Operation
The airplane is approved for the following operations when equipped in
accordance with FAR 91 or FAR 135.
(a)
(b)
(c)
(d)
(e)
(f)
Day V.F.R.
Night V.F.R.
Day I.F.R.
Night I.F.R.
Non Icing
The person operating this aircraft must wear a headset while in flight.
2.23 Fuel Limitations
(a) Total Capacity
(b) Unusable Fuel
The unusable fuel for this airplane has
been determined as 1.0 gallon in each
wing in critical flight attitudes.
(c) Usable Fuel
The usable fuel in this airplane has been
determined as 24.0 gallons in each wing.
REPORT: VB-2749
2-6
50 U.S. GAL.
2 U.S. GAL.
48 U.S. GAL.
ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.25 Garmin G1000 Avionics System Limitations
(a) Cockpit Reference & Pilot’s Guide
The Garmin G1000 Cockpit Reference Guide P/N 190-02131-02 (latest
appropriate revision) must be immediately available to the flight crew.
Garmin also provides a detailed G1000 Pilot’s Guide P/N 190-02130-02
(latest appropriate revision). This reference material is not required to be
on board the aircraft but does contain a more in depth description of all the
functions and capabilities of the G1000 avionics system.
(b) System Software Requirements.
The G1000 must utilize the following or later FAA approved software
versions
Component
Identification Software
Software
Version
PFD
Primary Flight Display
20.01
MFD
Multifunction Flight Display
20.01
GMA
Audio Panel
4.04
GSU
Attitude and Heading Reference System
2.00
GDC
Air Data Computer
2.00
GIA
Integrated Avionics Unit
8.05
GEA
Engine Airframe Interface Unit
2.07
GPS
Global Positioning System
5.1
GMU
Magnetometer Unit
2.05
ISSUED: December 22, 2017
REPORT: VB-2749
2-7
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)
(c) Databases
(1) Navigation Database
GPS/SBAS based IFR enroute, oceanic and terminal navigation
predicated upon the Garmin G1000 GPS Receiver is prohibited unless
the pilot uses a valid, compatible, and current Navigation database or
verifies each selected waypoint for accuracy by reference to current
data.
Instrument approach navigation predicated upon the Garmin G1000
GPS Receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the G1000
Navigation database. The G1000 Navigation database must incorporate
the current update cycle or each waypoint must be verified for accuracy
with current approach chart data.
(d) Flight Planning
In areas where GPS WAAS SBAS coverage is not available, the pilot must
verify RAIM availability. Within the United States, RAIM availability can
be determined using the Garmin WFDE Prediction program, or the FAA’s
enroute and terminal RAIM prediction website: www.raimprediction.net, or
by contacting a Flight Service Station. Within Europe, RAIM availability
can be determined using the Garmin WFDE Prediction program or Europe’s
AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/augur/
app/home. For other areas, use the Garmin WFDE Prediction program. The
route planning and WFDE Prediction program may be downloaded from
the Garmin website on the internet. For information on using the WFDE
Prediction Program, refer to Garmin WAAS FDE Prediction Program, part
number 190-00643, ‘WFDE Prediction Program Instructions’.
For operations within the U.S. Nation Airspace System on RNP and
RNAV procedures when GPS WAAS SBAS signals are not available, the
availability of GPS RAIM shall be confirmed for the intended route of
flight. In the event of a predicted continuous loss of RAIM of more than
five minutes for any part of the intended route of flight, the flight should be
delayed, canceled, or re-routed on a track where RAIM requirements can
be met.
REPORT: VB-2749
2-8
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 2
LIMITATIONS
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)
(d) Flight Planning (continued)
When RAIM is required for GPS integrity (GPS WAAS SBAS not
available) during instrument meteorological conditions (IMC), other nonGPS navigation equipment appropriate to the operation, must be available.
When using GPS WAAS at an alternate airport, flight planning must be
based on the minimums associated with the RNAV (GPS) LNAV, circling,
or GPS or conventional approach procedure with “or GPS” in the title. Upon
arrival at the alternate, if the WAAS navigation equipment indicates LNAV/
VNAV or LPV service is available, then the associated vertical guidance
and minimums may be used.
(e) Enroute
Whenever possible, RNP and RNAV routes including Standard Instrument
Departures (SIDs) and Obstacle Departure Procedures (ODPs), Standard
Terminal Arrival (STAR), and enroute RNAV “Q” and RNAV “T” routes
should be loaded into the flight plan from the database in their entirety,
rather than loading route waypoints from the database into the flight plan
individually. Selecting and inserting individual named fixes from the
database is permitted, provided all fixes along the published route to be
flown are inserted. Manual entry of waypoints using latitude/longitude or
place/ bearing is prohibited.
Navigation information is referenced to WGS-84 reference system, and
should only be used where the Aeronautical Information Publication
(including electronic data and aeronautical charts) conform to WGS-84 or
equivalent.
ISSUED: December 22, 2017
REPORT: VB-2749
2-9
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)
(f) Approaches
(1) Vertical Guidance
Advisory vertical guidance deviation information is only an aid to help
pilots comply with altitude restrictions. When using advisory vertical
guidance, the pilot must use the primary barometric altimeter to ensure
compliance with all altitude restrictions, particularly during instrument
approach operations.
When GPS WAAS SBAS corrections are unavailable or if operating
outside of GPS WAAS SBAS coverage, instrument approaches
utilizing the GPS receiver will be conducted in the approach mode and
Fault Detection and Exclusion mode. Loss of Integrity annunciations
must not be displayed at the Final Approach Fix. Vertical guidance
from GPS will not be available if GPS WAAS SBAS corrections are
unavailable or if operating outside of GPS WAAS SBAS coverage.
GPS WAAS SBAS corrections should be selected OFF when operating
outside of GPS WAAS SBAS system coverage. Barometric vertical
guidance (Baro-VNAV) may be used for LNAV/VNAV approaches in
the absence of SBAS coverage.
IFR non-precision approach with vertical guidance approval using
the GPS/SBAS sensor is limited to published approaches within the
U.S. Airspace System. Approaches to airports in other airspace are not
approved unless authorized by the appropriate governing authority.
(2) GPS Approaches
See Section 1, paragraph 1.21. for approved GPS operations/
approaches.
(3) Non GPS Approaches
The navigation equipment required to perform instrument approach
procedures is indicated by the title of the procedure and notes on
the IAP chart. Use of the Garmin GPS/SBAS receivers to provide
navigation guidance during the final approach segment of an ILS,
LOC, LOG-BC, LDA, SDF, MLS or any other type of approach not
approved for “or GPS” navigation is prohibited. When using the
Garmin VOR/LOC/GS receivers to fly the final approach segment,
VOR/LOC/GS navigation data must be selected and presented on the
CDI of the pilot flying.
REPORT: VB-2749
2-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 2
LIMITATIONS
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)
(g) Attitude and Heading Reference System (AHRS)
(1) AHRS Operational Area
Operation in the following regions is not authorized due to unsuitability
of the magnetic fields near the Earth’s poles:
• North of 72° North latitude at all longitudes
• South of 70° South latitude at all longitudes
• North of 65° North latitude between longitude 75° W and 120° W.
(Northern Canada)
• North of 70° North latitude between longitude 70° W and 128° W.
(Northern Canada)
• North of 70° North latitude between longitude 85° E and 114° E.
(Northern Russia)
• South of 55° South latitude between longitude 120° E and 165° E.
(Region south of Australia and New Zealand)
Loss of the G1000 heading and attitude may occur near the poles, but this
will not affect the GPS track.
NOTE
In dual GPS installations, only one GPS needs to
be available for IFR operations.
(h) Terrain and Obstacle Display
The G1000 terrain and obstacle information appears on the MFD display
as red and yellow tiles or towers, and is depicted for advisory information
only. Aircraft maneuvers and navigation must not be predicted upon the use
of the terrain display.
Obstacles 200 feet and higher are included in the obstacle database. It is very
important to note that not all obstacles are necessarily charted and therefore
may not be contained in the obstacle database. Coverage of the obstacle
database includes the United States and Europe.
ISSUED: December 22, 2017
REPORT: VB-2749
2-11
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)
(i) Datalink Weather Display
XM weather data is provided by an optional GDL 69 interface. The weather
information display on the MFD is limited to supplemental use only and
may not be used in lieu of an official weather data source.
(j) Traffic Display
Traffic shown on the display may or may not have traffic alerting available.
The display of traffic is an aid to visual acquisition and may not be utilized
for aircraft maneuvering.
(k) Synthetic Vision System (SVS)
Use of the Synthetic Vision System display elements alone for aircraft
control without reference to the G1000 primary flight instruments or the
aircraft standby instrument is prohibited.
Use of the Synthetic Vision System alone for navigation, or obstacle or
terrain avoidance is prohibited.
(l) ChartView, FliteCharts, and SafeTaxi®
The G1000 Integrated Avionics System as installed in this aircraft supports
approval of AC 120-76C Hardware Class 3, Software Type B Electronic
Flight Bag (EFB) electronic aeronautical chart applications when using
current FliteChart or ChartView data.
For operations under 14 CFR Part 91, it is suggested that a secondary or
back up source of aeronautical information necessary for the flight be
available to the pilot in the aircraft. The secondary or backup information
may be either traditional paper-based material or displayed electronically. If
the source of aeronautical information is in electronic format, operators must
determine non-interference with the G1000 system and existing aircraft
systems for all flight phases.
Do not use SafeTaxi®, Chartview, or FliteCharts functions as the basis for
ground maneuvering. SafeTaxi®, Chartview, and FliteCharts functions have
not been qualified to be used as an Airport Moving Map Display (AMMD).
They are intended to improve pilot situational awareness during ground
operations and should only be used by the flight crew to orient themselves
on the airport surface.
REPORT: VB-2749
2-12
ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.25 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued)
(m) Minimum fully functional equipment required for flight operations:
Equipment
Number
Installed
PFD
1
MFD
1
GIA
2
ADAHRS
1
Magnetometer
1
Standby Instrument - Attitude
1
Standby Instrument - Airspeed
1
Standby Instrument - Altimeter
1
Standby Instrument - Heading
1
(1)
(2)
(3)
VFR
IFR
0 (1)
0 (2)
2
0
0
0
0 (3)
0 (3)
0 (3)
1
1
2
1
1
1
1
1
1
If the PFD is inoperative during DAY or NIGHT VFR, the MFD
must be operative.
If the MFD is inoperative, the PFD must be operative for ALL
flight operations.
If this standby instrument parameter is inoperative, the equivalent
parameter on the PFD must be operative.
NOTE
Flight in IMC should not be conducted if system
alerts are present for any equipment required for
IFR operations (see table above).
ISSUED: December 22, 2017
REPORT: VB-2749
2-13
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.27 GFC 700 Automatic Flight Control System (AFCS)
1.
2.
3.
4.
5.
6.
7.
The autopilot must be disengaged during takeoff and landing.
Autopilot minimum engagement heights:
a. 400 feet AGL during takeoff and subsequent climb operations.
b. 1000 feet AGL during cruise and descent operations.
c. 200 feet AGL during approach operations.
Autopilot minimum approved operating speed:
a. On approach - 75 KIAS
b. Other than approach - 70 KIAS
Autopilot maximum approved operating speed - 140 KIAS
Maximum fuel imbalance during autopilot operations - 10 gal.
Maximum autopilot engagement limits:
a. With enhanced AFCS features
Pitch UP: 50°
Pitch DOWN: 50°
Roll: +/-75°
b. Without enhanced AFCS features
Pitch UP: 16°
Pitch DOWN: 17°
Roll: +/-30°
Autopilot approved for Category 1 precision approaches and nonprecision approaches only.
REPORT: VB-2749
2-14
ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.29 Aspen Standby Instrument Limitations
1.
2.
The Aspen Evolution Backup Display (EBD) Pilot’s Guide
P/N 091-00027-001, Revision A, or later appropriate revision, must be
immediately available to the flight crew.
Use of the EBD for IFR operations within 750 nautical miles of the
magnetic North or South Pole, is NOT AUTHORIZED.
NOTE
See Section 2.25 (m) for approved VFR and IFR
operations when the EBD has an invalid or failed
function.
2.31 Placards
In full view of the pilot:
THIS AIRPLANE MUST BE OPERATED AS A NORMAL
OR UTILITY CATEGORY AIRPLANE IN COMPLIANCE
WITH THE OPERATING LIMITATIONS STATED
IN THE FORM OF PLACARDS, MARKINGS AND
MANUALS.
ALL MARKINGS AND PLACARDS ON THIS
AIRPLANE APPLY TO ITS OPERATION AS A UTILITY
CA T E G O R Y A I R P L A N E . F O R N O R M A L A N D
UTILITY CATEGORY OPERATION REFER TO THE
PILOT’S OPERATING HANDBOOK.
NO ACROBATIC MANEUVERS ARE APPROVED
FOR NORMAL CATEGORY OPERATIONS. SPINS
ARE PROHIBITED FOR NORMAL AND UTILITY
CATEGORY.
In full view of the pilot:
UTILITY CATEGORY OPERATION ONLY
(1) NO AFT PASSENGERS ALLOWED.
(2) ACROBATIC MANEUVERS ARE LIMITED TO THE
FOLLOWING:
ENTRY SPEED
SPINS PROHIBITED
————
STEEP TURNS
113 KIAS
LAZY EIGHTS
113 KIAS
CHANDELLES
113 KIAS
ISSUED: December 22, 2017
REPORT: VB-2749
2-15
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.31 PLACARDS (continued)
In full view of the pilot:
NOTE
Demonstrated crosswind values are NOT
limitations.
On the cockpit overhead panel:
On lower left portion of instrument panel:
In full view of the pilot, in the area of the air conditioner control panel when
the air conditioner is installed:
WARNING
AIR CONDITIONER MUST BE OFF
TO ENSURE NORMAL TAKEOFF
CLIMB PERFORMANCE
REPORT: VB-2749
2-16
ISSUED: December 22, 2017
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.31 PLACARDS (continued)
In full view of the pilot:
WARNING
TURN OFF STROBE
LIGHTS WHEN IN
CLOSE PROXIMITY
TO GROUND OR
DURING FLIGHT
THROUGH CLOUD,
FOG OR HAZE.
Adjacent to upper door latch:
ENGAGE LATCH
BEFORE FLIGHT
On inside of the baggage compartment door or
information split into two placards on aft baggage compartment bulkhead:
BAGGAGE MAX 200 LBS.
UTILITY CATEGORY OPERATION
NO BAGGAGE OR AFT PASSENGERS ALLOWED
NORMAL CATEGORY OPERATION
SEE PILOT’S OPERATING HANDBOOK
WEIGHT AND BALANCE SECTION FOR BAGGAGE
AND AFT PASSENGER LIMITATIONS.
Above right side aft passenger arm rest:
ISSUED: December 22, 2017
REPORT: VB-2749
2-17
SECTION 2
LIMITATIONS
PA-28-181, ARCHER III
2.31 PLACARDS (continued)
On the right side of the fuselage aft of the wing:
Adjacent to the filler caps:
REPORT: VB-2749
2-18
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragraph
No.
Page
No.
3.1 General ...........................................................................................
Crew Alerting System (CAS) Messages.....................................
PFD Annunciations and Alerts....................................................
Aural Alerts.................................................................................
Terminology................................................................................
3.3 Airspeeds for Safe Operation..........................................................
3.5 Emergency Procedures Checklist....................................................
3.5aFire ..............................................................................................
Engine Fire During Start........................................................
Engine Fire in Flight...............................................................
Electrical Fire in Flight...........................................................
3.5b Engine Power Loss......................................................................
Engine Power Loss During Takeoff.......................................
Engine Power Loss In Flight..................................................
Power Off Landing.................................................................
3.5c Engine Indicating System (EIS)..................................................
Oil Pressure.............................................................................
Oil Temperature......................................................................
Loss of Fuel Flow...................................................................
Fuel Quantity Low..................................................................
3.5d Electrical Failures........................................................................
Alternator Failure...................................................................
Complete Electrical Failure....................................................
Emergency Battery Voltage...................................................
3.5e Avionics Failures.........................................................................
PFD Failure.............................................................................
MFD Failure...........................................................................
3-1
3-2
3-6
3-7
3-7
3-8
3-8
3-8
3-8
3-9
3-10
3-11
3-11
3-12
3-13
3-14
3-14
3-15
3-16
3-17
3-18
3-18
3-20
3-21
3-22
3-22
3-24
ISSUED: December 22, 2017
REPORT: VB-2749
3-i
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
TABLE OF CONTENTS (continued)
SECTION 3
EMERGENCY PROCEDURES
Paragraph
No.
Page
No
3.5e Avionics Failures (continued)
ADAHRS Failures..................................................................
Erroneous or Loss of Engine and Fuel Displays....................
Erroneous or Loss of Warning/Caution CAS Messages........
COM1 and COM2 Failure......................................................
Dual GPS Failure....................................................................
Avionics Cooling Fan Failures...............................................
Autopilot Malfunction............................................................
Automatic Autopilot Disconnect............................................
Electric PitchTrim Failure......................................................
Electric Pitch Trim Runaway.................................................
Autopilot Overspeed Recovery..............................................
Autopilot Underspeed Recovery............................................
Autopilot Out-Of-Trim...........................................................
Abnormal Flight Director Mode Transitions.........................
Autopilot Preflight Test Failure.............................................
Loss Of Navigation Information............................................
3.5f Pitot Heat Failure........................................................................
3.5g Starter Engaged...........................................................................
3-5h Spin Recovery.............................................................................
3.5i Open Door...................................................................................
3.5j Engine Roughness.......................................................................
3.5k Carbon Monoxide CAS Indications............................................
3-25
3-27
3-28
3-29
3-30
3-31
3-32
3-32
3-33
3-33
3-34
3-34
3-35
3-36
3-36
3-37
3-38
3-38
3-39
3-39
3-40
3-41
REPORT: VB-2749
3-ii
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
3.1 General
This section provides the recommended procedures for coping with various
emergency or critical situations. All of the emergency procedures required by the
FAA are presented, along with those procedures that are necessary for operation
of the airplane.
Emergency procedures associated with optional systems and equipment are
presented in Section 9, Supplements.
Checklists within this section are divided into two distinct parts.
1.
The Emergency Procedures Checklists, depicted within boxes, describe
action sequences that should be followed during critical situations.
2. When applicable, amplified procedures are provided immediately
below the relevant Emergency Procedures Checklist, to enhance the
pilot’s understanding of the procedure.
Pilots must familiarize themselves with the procedures given in this section
and must be prepared to take the appropriate action should an emergency
situation arise. The procedures are offered as a course of action for coping with
the particular situation or condition described. They are not a substitute for sound
judgement and common sense.
Most basic emergency procedures are a normal part of pilot training. The
information presented in this section is not intended to replace this training. In
order to remain proficient, pilots should periodically review standard emergency
procedures.
NOTE
The Garmin G1000 Cockpit Reference Guide for the
Piper PA-28-181 Archer, Garmin p/n 190-02131-02
Rev. A or later appropriate revision, and the Garmin
G1000 Pilot’s Guide for the Piper PA-28-181
Archer, Garmin p/n 190-02130-02 Rev. A or later
appropriate revision, contain detailed descriptions of
the annunciator system (CAS and Non-CAS) and all
warnings, cautions and advisories.
ISSUED: December 22, 2017
REPORT: VB-2749
3-1
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.1 GENERAL (continued)
Crew Alerting System (CAS) Messages
The following tables show the color and significance of the Warning,
Caution and Advisory messages which may appear on the Garmin G1000
displays.
REPORT: VB-2749
3-2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
3.1 GENERAL (continued)
Crew Alerting System (CAS) Messages (continued)
Warning Messages – Red
CAS Event
Alternator Failure
CO Level High
Fuel Quantity Low
Checklist
CAS Message
Page
Cause
CAS Warnings with Text Messages
3-18
Alternator is turned ON and has
ALTR FAIL
failed, as determined by voltage
regulator.
3-41
CO level greater than 200 parts
CO LVL HIGH
per million (PPM).
3-17
L FUEL QTY or R FUEL QTY
R FUEL QTY
less than or equal to 3 gals.
L FUEL QTY
Starter Engaged
Underspeed
Protection
START ENGD
3-38
USP ACTIVE
3-34
Engine starter engaged for more
than 30-seconds.
Autopilot is engaged and the
airspeed has fallen below the
USP threshold or stall warning
has activated.
Checklist
CAS Message
Page
Cause
CAS Warnings with EIS Indications
Propeller
N/A
Propeller RPM is in the warning
Overspeed
range.
Oil Temperature
3-15
Oil Temperature greater than
Exceedance
245°F.
Oil Pressure
3-14
Oil Pressure less than 25 PSI
Exceedance
or greater than 115 PSI.
Total Fuel Quantity
N/A
Total fuel quantity less than or
Low
equal to 6 gals.
Battery Voltage
N/A
Primary battery voltage less
than:
24V when RPM less than 1100,
25V when RPM greater than 1100
or greater than 32V.
Alternator Amperage
N/A
Alternator amperage is in the
Exceedance
warning range
Emergency Battery
3-21
Emergency battery voltage is
Voltage
less than 20V or greater than
32V.
CAS Event
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT: VB-2749
3-3
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.1 GENERAL (continued)
Crew Alerting System (CAS) Messages (continued)
Caution Messages - Amber
CAS Event
CO Level High
Fuel Quantity Low
Checklist
CAS Message
Page
Cause
CAS Cautions with Text Messages
3-41
CO level greater than or equal
CO LVL HIGH
to 50 but less than 200 parts per
million (PPM).
N/A
L FUEL QTY or R FUEL QTY
L FUEL QTY
less than or equal to 5 gals.
R FUEL QTY
Pitot Heat Failure
PITOT HEAT FAIL
3-38
Pitot heat is selected ON and is
inoperative.
Pitot Heat OFF
PITOT HEAT OFF
N/A
Pitot heat is selected OFF
(double chime is suppressed).
CAS Event
Oil Pressure
Total Fuel Quantity
Low
Emergency Battery
Voltage
REPORT: VB-2749
3-4
Checklist
CAS Message
Page
Cause
CAS Cautions with EIS Indications
3-14
Oil Pressure pressure between
26 PSI and 55 PSI when RPM
greater than 1100.
N/A
Total fuel quantity less than or
equal to 10 gals.
N/A
Emergency battery voltage
greater than 20V and less than
23.3V.
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
3.1 GENERAL (continued)
Crew Alerting System (CAS) Messages (continued)
Advisory Messages – White
CAS Event
Avionics Fan Fail
Emergency Battery
in use
Fuel Imbalance
Checklist
CAS Message
Page
Cause
CAS Advisories with Text Messages
3-31
One or more of the external
AV FAN FAIL
avionics cooling fans have
failed.
3-20
Emergency power in use.
EMERG BATT ON
FUEL -IMBAL
N/A
MFD Fan Fail
- FAIL
MFD FAN
3-31
PFD Cooling Fan
Fail
- FAIL
PFD FAN
3-31
ISSUED: December 22, 2017
Left and right tank fuel
quantities differ by 10 gals.
The external cooling fan for
MFD has failed.
PFD cooling fan has failed.
REPORT: VB-2749
3-5
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.1 GENERAL (continued)
PFD Annunciations and Alerts
The Garmin G1000 System produces a number of PFD annunciations and
alerts in addition to the Crew Alerting System (CAS). PFD annunciations
and alerts are not accompanied by Master Warning or Master Caution
Indications and are displayed in dedicated areas of the PFD or MFD.
Various aural alerts (voice or tone) may accompany PFD annunciations and
alerts and no pilot action is required to acknowledge PFD annunciations
and alerts. See Garmin G1000 Pilot’s Guide for the Piper PA28-181 Archer
G1000 for additional information.
Miscellaneous Annunciations
Annunciation
Checklist
Page
MAXSPD
3-34
MINSPD
3-34
REPORT: VB-2749
3-6
Condition
Aircraft actual or projected airspeed
exceeds maximum autopilot speed of
140 KIAS when the autopilot is engaged.
Airspeed is below the minimum
approved autopilot operating airspeeds
with autopilot or flight director engaged.
See Section 2 - Limitations.
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
3.1 GENERAL (continued)
PFD Annunciations and Alerts (continued)
Aural Alerts
Aural alerts are provided to alert the crew and call for their attention:
• Master Warning - Repeating triple chime.
• Master Caution - Non-repeating double chime.
• Advisory - Non-repeating single chime.
• Airspeed greater than Vne - “Airspeed....Airspeed” voice alert.
• Terrain cautions/warnings voice alerts.
• Traffic System voice alerts.
• Stall Warning - “Stall...Stall” voice alert.
• “Five-hundred” voice alert when aircraft descends within 500 feet above
the terrain or runway threshold.
• “Minimums..Minimums” voice alert when the aircraft reaches MDA/DH
if set by the pilot.
• “Vertical Track” voice alert when aircraft is one minute from VNAV
Top of Descent.
• “Timer Expired” voice alert when countdown timer reaches zero.
If autopilot installed:
• Autopilot disconnect tone.
• “AIRSPEED” voice alert when in a low airspeed condition.
• “Engaging Autopilot” voice alert when the autopilot automatically
engages in LVL mode.
Terminology
Many emergencies require some urgency in landing the aircraft. The degree
of urgency varies with the emergency; therefore the terms “land as soon as
possible” and “land as soon as practical” are employed. These terms are
defined as follows:
Land as soon as possible - A landing should be accomplished at the
nearest suitable airfield considering the severity of the emergency, weather
conditions, field facilities, and ambient lighting.
Land as soon as practical - Emergency conditions are less urgent, and
although the mission is to be terminated, the emergency is such that an
immediate landing at the nearest suitable airfield may not be necessary.
ISSUED: December 22, 2017
REPORT: VB-2749
3-7
SECTION 3
EMERGENCY PROCEDURES
3.3
PA-28-181, ARCHER III
Airspeeds for Safe Operation
Stall Speeds
2550 lbs (0° Flaps)................................................................... 50 KIAS
2550 lbs (Full Flaps)............................................................... 45 KIAS
Maximum Operating Maneuvering Speeds
2550 lbs.................................................................................. 113 KIAS
1917 lbs.................................................................................... 98 KIAS
Never Exceed Speed.................................................................... 154 KIAS
Power Off Glide Speed
2550 lbs (0° Flaps)................................................................... 76 KIAS
3.5
Emergency Procedures Check List
3.5a Fire
Engine Fire During Start
START Switch...................................... CONTINUE to CRANK ENGINE
MIXTURE.........................................................................IDLE CUT-OFF
THROTTLE....................................................................................... OPEN
FUEL PUMP......................................................................................... OFF
FUEL Selector...................................................................................... OFF
Abandon if fire continues.
Engine fires during start are usually the result of overpriming.
If a fire is present before the engine has started, move the mixture
control to idle cut-off, open the throttle and continue to crank the engine.
This is an attempt to draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into
the engine.
In either case, if fire continues more than a few seconds, move the fuel
selector to OFF and mixture to idle cut-off and evacuate the airplane.
REPORT: VB-2749
3-8
ISSUED: December 22, 2017
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5a Fire (continued)
Engine Fire in Flight
FUEL Selector......................................................................................OFF
THROTTLE ................................................................................ CLOSED
MIXTURE ....................................................................... IDLE CUT-OFF
FUEL PUMP.........................................................................................OFF
HEAT/DEF (Defroster) .......................................................................OFF
If fire persists:
Airspeed........................................INCREASE in attempt to blow out fire
Proceed with POWER OFF LANDING procedure.
The possibility of a fire in flight is extremely remote. It is essential that
the source of the fire be promptly identified through character of the smoke,
smell, heat in the cabin, instrument readings, or other indications since the
action to be taken differs somewhat in each case.
Pilot judgment and a thorough understanding of the aircraft’s systems is
critical in determining what action to take during this emergency.
ISSUED: December 22, 2017
REPORT: VB-2749
3-9
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5a Fire (continued)
Electrical Fire In Flight
EMERG BATT Switch........................................................ VERIFY ARM
BATT MASTR Switch......................................................................... OFF
ALTR Switch........................................................................................ OFF
Vents ................................................................................................. OPEN
HEAT/DEF (Defroster) ...................................................................... OFF
Fire........................................................................................EXTINGUISH
Emergency Descent (If needed)...........................TO A SAFE ALTITUDE
CONSISTENT WITH TERRAIN
Land as soon as possible.
REPORT: VB-2749
3-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5b
Engine Power Loss
Engine Power Loss During Takeoff
If sufficient runway remains for a complete stop:
Airspeed.................................................... MAINTAIN SAFE AIRSPEED
Landing........................................LAND and STOP STRAIGHT AHEAD
Brakes.................................................................................AS REQUIRED
If insufficient runway remains:
Airspeed.................................................... MAINTAIN SAFE AIRSPEED
Flaps................................................................................... AS REQUIRED
NOTE
Make only shallow turns to avoid obstructions.
If sufficient altitude has been gained to attempt a restart:
Airspeed................................................................... MAINTAIN 76 KIAS
FUEL Selector.........................................SWITCH to tank containing fuel
FUEL PUMP................................................................................Check ON
MIXTURE.......................................................................................... RICH
ALTERNATE AIR............................................................................ OPEN
If power is not regained, proceed with power-off landing.
Proper action following a loss of power, depends on circumstances. If
the situation allows, flaps are normally fully extended for touchdown. If
power loss was caused by fuel exhaustion, power will not be regained after
switching fuel tanks until the empty fuel lines are filled. This may require
up to ten seconds.
ISSUED: December 22, 2017
REPORT: VB-2749
3-11
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5b
Engine Power Loss (continued)
Engine Power Loss In Flight
Airspeed.................................................................... MAINTAIN 76 KIAS
FUEL Selector.........................................SWITCH to tank containing fuel
FUEL PUMP........................................................................................... ON
MIXTURE.......................................................................................... RICH
ALTERNATE AIR............................................................................ OPEN
LEFT/RIGHT MAG Switches.......................................Turn OFF then ON
one at a time
When power is restored:
ALTERNATE AIR.......................................................................... CLOSE
FUEL PUMP......................................................................................... OFF
Land as soon as practical and investigate cause of power loss.
If power is not restored prepare for power-off landing.
Complete engine power loss is usually caused by fuel flow interruption,
attempt to restore power by turning the fuel pump ON and selecting the
other fuel tank. Move the throttle and mixture control levers to different
settings. This may restore power if the problem is too rich or too lean a
mixture or if there is a partial fuel system restriction. Water in the fuel could
take some time to be consumed, so allowing the engine to windmill may
restore power. If engine failure was caused by fuel exhaustion, power will
not be restored after switching fuel tanks until the empty fuel lines are filled.
This may require up to ten seconds. If power is still not restored, select
Alternate Air OPEN, and turn the left and right magneto switches OFF then
ON one at a time.
REPORT: VB-2749
3-12
ISSUED: December 22, 2017
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5b
Engine Power Loss (continued)
Power Off Landing
Airspeed.................................................................... MAINTAIN 76 KIAS
Air Conditioning (if installed).............................................................. OFF
Landing Pattern......................................... ESTABLISH 1000 FT ABOVE
FIELD AT DOWNWIND POSITION
When committed to landing:
Airspeed......................................................................................... 66 KIAS
Flaps.......................................................................................AS DESIRED
THROTTLE..................................................................................... CLOSE
MIXTURE ........................................................................IDLE CUT-OFF
LEFT/RIGHT MAG Switches.............................................................. OFF
BATT MASTR Switch ........................................................................ OFF
ALTR Switch........................................................................................ OFF
FUEL Selector...................................................................................... OFF
Seat belts and shoulder harnesses............................................... TIGHTEN
If power loss occurs at altitude, trim the aircraft for best gliding angle
76 KIAS, turn air condition off (if installed) and look for a suitable field. If
measures taken to restore power are not effective, and if time permits, check
your charts for airports in the immediate vicinity. If possible, notify the
FAA by radio of your difficulty and intentions. If another pilot or passenger
is aboard, let them help. When you have located a suitable field, establish
a spiral pattern around this field. Try to be at 1000 feet above the field at
the downwind position, to make a normal landing approach. When the field
can easily be reached, slow to 66 KIAS with flaps down for the shortest
landing. Excess altitude may be lost by widening your pattern, using flaps
or slipping, or a combination of these. Touchdown should normally be made
at the lowest possible airspeed.
ISSUED: December 22, 2017
REPORT: VB-2749
3-13
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5c Engine Indicating System (EIS)
Oil Pressure
Indication: Master Warning, Triple Chime, Flashing Red Oil
Pressure Indication
Low Oil Pressure:
THROTTLE......................................................... MINIMUM REQUIRED
If accompanied by high oil temperature, land as soon as possible.
If accompanied by normal oil temperature, land as soon as practical.
High Oil Pressure:
THROTTLE......................................................... MINIMUM REQUIRED
Land as soon as practical.
NOTE
If possible, always retain glide capability to the
selected landing area in case of total engine failure.
Loss of oil pressure may be either partial or complete. A partial loss of
oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to investigate and
prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or
may be the result of a faulty indication. In either case, proceed toward the
nearest airport, and be prepared for a forced landing. If the problem is not
an indication malfunction, the engine may stop suddenly. Maintain altitude
until a power off landing can be accomplished. Don’t change power settings
unnecessarily, as this may hasten complete power loss. Depending on the
circumstances, it may be advisable to make an off airport landing while
power is still available, particularly if other indications of actual oil pressure
loss, such as sudden increases in temperatures, or oil smoke, are apparent,
and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing.
REPORT: VB-2749
3-14
ISSUED: December 22, 2017
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5c Engine Indicating System (EIS) (continued)
Oil Temperature
Indication: Master Warning, Triple Chime, Flashing Red Oil
Temperature Indication
THROTTLE......................................................... MINIMUM REQUIRED
MIXTURE............................................................................... FULL RICH
Airspeed..................................................................INCREASE if practical
Land as soon as possible and investigate the problem. Prepare for
power off Landing.
NOTE
If possible, always retain glide capability to the
selected landing area in case of total engine failure.
An abnormally high oil temperature indication may be caused by a
low oil level, an obstruction in the oil cooler, damaged or improper baffle
seals, a faulty indication, or other causes. Land as soon as possible at
an appropriate airport and have the cause investigated. Monitor the oil
pressure gauge for an accompanying loss of pressure.
ISSUED: December 22, 2017
REPORT: VB-2749
3-15
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5c Engine Indicating System (EIS) (continued)
Loss of Fuel Flow
CAUTION
If normal engine operation and fuel flow is not
immediately re-established, or if the engine quits,
the electric fuel pump should be turned off. The
lack of fuel flow indication could indicate a leak
in the fuel system, or fuel exhaustion. Land at the
nearest suitable airport as soon as possible and
have the cause investigated.
If caused by fuel depletion in one tank:
FUEL PUMP Switch.............................................................................. ON
FUEL Selector................................SELECT OTHER TANK (FULLEST)
FUEL PUMP Switch............................................................................ OFF
If caused by engine driven fuel pump failure:
THROTTLE.................................................................................... CLOSE
FUEL PUMP Switch ............................................................................. ON
THROTTLE............................................... RE-ESTABLISH (as required)
MIXTURE................................................. RE-ESTABLISH (as required)
The most probable cause of loss of fuel flow is either fuel depletion in
the fuel tank selected or failure of the engine driven fuel pump. If loss of fuel
flow occurs, turn ON the electric fuel pump and check that the fuel selector
is on a tank containing usable fuel. After power is regained, turn the electric
fuel pump OFF.
If loss of fuel flow is due to failure of the engine driven fuel pump turn
ON the electric fuel pump as it will supply sufficient fuel flow to run the
engine.
REPORT: VB-2749
3-16
ISSUED: December 22, 2017
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5c Engine Indicating System (EIS) (continued)
Fuel Quantity Low
Indication: Master Warning, Triple Chime,
L FUEL QTY
/
R FUEL QTY
WARNING
Avoid unusual attitudes such as prolonged slips
towards the low quantity tank as this will decrease
the time remaining prior to fuel starvation.
If one tank has low fuel quantity:
FUEL Selector..........................................................ON FULLEST TANK
Land as soon as practical.
If both tanks have low fuel quantity:
FUEL Selector................................................. ALTERNATE TANKS TO
MAINTAIN FUEL SUPPLY TO ENGINE
Land as soon as possible.
The L FUEL QTY or R FUEL QTY warning CAS messages alert the
pilot of low fuel quantity in each fuel tank individually, not necessarily low
total fuel quantity. If the total fuel quantity is less than or equal to 6 GAL,
the gauge title and the total fuel quantity digital value will flash red. No CAS
messages accompany total fuel quantity low.
ISSUED: December 22, 2017
REPORT: VB-2749
3-17
SECTION 3
EMERGENCY PROCEDURES
3.5
3.5d
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
Electrical Failures
NOTE
The pilot should only reset a tripped circuit breaker
if the system/component is considered essential
for safety of flight. Prior to resetting the circuit
breaker, wait at least one minute and verify there
is no smoke or burning smell. If the circuit breaker
opens a second time, leave the circuit breaker out.
Have a maintenance inspection performed prior to
resetting the circuit breaker. Do not reset any nonessential circuit breakers in flight.
Alternator Failure
Indication: Master Warning, Triple Chime
ALTR FAIL
CAUTION
The ALTR circuit breaker should not be opened
manually when the alternator is functioning
properly.
Verify Failure......................................... CHECK ALTR AMPS Indication
ALTR Switch....................................................................................... OFF
ALTR Circuit Breaker (Row 1, Col. 13)........................ RESET If Tripped
ALTR FIELD Circuit Breaker (Row 2, Col. 13).............................RESET
ALTR Switch.......................................................................................... ON
If alternator still failed:
ALTR Switch....................................................................................... OFF
Electrical Power Remaining........................................... 30 minutes or less
Electrical Load .............................................. SHED in less than 3 minutes
NON ESS BUS Circuit Breaker (Row 1, Col. 1).........................PULL
LIGHTING BUS Circuit Breaker (Row 1, Col. 2).......................PULL
AVION MASTR Switch................................................................. OFF
REPORT: VB-2749
3-18
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5d
Electrical Failures (continued)
To ensure 30-minutes of battery life:
Battery Discharge...................................................... -13 Amps Maximum
Pitot Heat..................................................... 14 Minutes Usage Maximum
Com Radio.......................................................... 3 Mins Usage Maximum
Fuel Pump........................................................... 2 Mins Usage Maximum
Land as soon as possible.
Turning the ALTR switch OFF, reseting the ALTR FIELD circuit
breaker and then turning the ALTR back ON, will reset the overvoltage
relay. If the trouble was caused by a momentary overvoltage condition
(30.5 volts or higher) this procedure should return the ammeter to a normal
reading.
If alternator does not reset, the battery will become the primary source
of electrical power. The only electrical bus that remains powered in this
load shed configuration is the ESSENTIAL BUS. All electrical items on
the remaining buses will be inoperative (See Figure 7-11), including the
AVIONICS dimmer. Display backlighting, therefore, is produced by the
photocell in each display. As battery power is depleted, there may be a
point where the system voltage reduces to a level that is insufficient to
support the required electrical load. In this occurrence, the emergency
battery should activate automatically. If the emergency battery does not
activate automatically, the BATT MASTR and ALTR switches should
be turned OFF, thereby allowing the emergency battery to be the only
remaining source of electrical power. Refer to Complete Electrical
Failure checklist if EMER BATT ON advisory illuminates.
ISSUED: December 22, 2017
REPORT: VB-2749
3-19
SECTION 3
EMERGENCY PROCEDURES
3.5
3.5d
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
Electrical Failures (continued)
Complete Electrical Failure
Indication: Single Chime,
EMERG BATT ON
NOTE
The VOLTS indication on the EIS window
automatically changes to the emergency bus
voltage (E VOLTS) when operating exclusively
on the emergency bus.
NOTE
Cooling air for PFD, GIA1 and the transponder
will be lost when operating exclusively on the
emergency bus as indicated by the PFD FAN FAIL
and AV FAN FAIL advisory CAS messages.
EMERG BATT Switch............................................................ Verify ARM
Standby Flight Instrument.................................... Verify OPERATIONAL
Aircraft Control..................................... Use PFD and Standby Instrument
BATT MASTR Switch......................................................................... OFF
ALTR Switch........................................................................................ OFF
Prior to landing:
Landing Light..................................................................... INOPERATIVE
Approximately 30 minutes of electrical power is available.
Land as soon as possible.
List of operative equipment while on the emergency bus:
• PFD (reversionary mode)
• Engine Instruments
• COM1
• NAV1
• Standby Instrument
• Audio Panel
• Avionics Lighting/Dimming
REPORT: VB-2749
3-20
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5
3.5d
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
Electrical Failures (continued)
Emergency Battery Voltage
Indication: Master Warning, Triple Chime, Flashing Red E VOLTS
Indication
WARNING
Complete electrical failure is imminent.
Land as soon as possible.
ISSUED: December 22, 2017
REPORT: VB-2749
3-21
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures
PFD Failure
Indication: PFD display goes blank.
Standby Instrument............................................... Verify OPERATIONAL
Aircraft Control......................................................Use Standby Instrument
DISPLAY BACKUP button on audio panel........ PUSH (button extended)
Aircraft Control..................................... Use MFD and Standby Instrument
COM2................................................ ACTIVATE and TUNE as necessary
NAV2................................................ ACTIVATE and TUNE as necessary
COM2/MIC..........................................................SELECT on Audio Panel
DME......................................SELECT NAV2 in DME TUNING Window
Exit and avoid IFR conditions as soon as practical.
NOTE
If the PFD fails, the MFD will remain in normal
mode. Pushing the DISPLAY BACKUP button
on the audio panel allows the MFD to display
ADAHRS information but lose the EIS page and
certain map functions. The following features will
become inoperative if there is a complete loss of
PFD functionality:
• Autopilot
• COM1 (yellow x’d but 121.5 MHz remains available)
• NAV1
• GPS1
• Traffic
NOTE
If PFD failure occurs while operating on NAV1
DME, the NAV1 DME information will continue
to be available. If the pilot subsequently selects
NAV2 DME, NAV1 DME cannot be reselected.
REPORT: VB-2749
3-22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
Attitude, heading, airspeed and altitude indications are available on the
standby instrument and on the MFD after the DISPLAY BACKUP button
is pressed. It is the pilot’s responsibility to compare these parameters to
verify accuracy.
GPS and VOR2 navigation as well as flight planning are available
via the inset map on the MFD. Weather products (if installed) that were
displayed on the MFD prior to the PFD failure will still be presented on the
inset map on the MFD in reversionary mode.
ISSUED: December 22, 2017
REPORT: VB-2749
3-23
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
MFD Failure
Indication: MFD display goes blank.
NOTE
PFD should automatically revert to the reversionary
mode display.
DISPLAY BACKUP on audio panel................... PUSH (button extended)
Exit and avoid IFR conditions as soon as practical.
NOTE
The following features will become inoperative if
there is a complete loss of MFD functionality:
•
•
•
•
•
•
•
COM2 (yellow x’d but 121.5 MHz remains available)
NAV2
GPS2
GDL 69 SXM (Garmin Datalink - XM)
DME
ADF
ESP
NOTE
If the GFC700 autopilot was engaged prior to
MFD failure, it will remain engaged in its current
lateral and vertical modes. The modes cannot
be changed and if the autopilot is disengaged, it
cannot be re-engaged.
Although the PFD should automatically go to reversionary mode
display after an MFD failure, pressing the DISPLAY BACKUP button
ensures that the PFD reverts. Without automatic or manual reversion of the
PFD display, all engine parameters on the EIS window would be lost.
REPORT: VB-2749
3-24
ISSUED: December 22, 2017
REVISED: May 7, 2018
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
ADAHRS Failures
ADAHRS Total Failure
On Ground:
Indication: Sky/Ground presentation removed, course pointer
straight up, yellow-x’s and amber text on all air data,
attitude and heading indicators.
System Messages (MSG Softkey)............................................CONSIDER
ADAHRS Circuit Breaker (Row 2, Col. 8)...................................... RESET
If ADAHRS data still invalid:
Avoid flight in IFR conditions.
NOTE
For partial ADAHRS failures, a yellow-x
and amber text will appear over the affected
parameter(s).
ISSUED: December 22, 2017
REPORT: VB-2749
3-25
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
ADAHRS Failures (continued)
ADAHRS Total Failure
In Flight:
Indication: Sky/Ground presentation removed, course pointer
straight up, yellow-x’s and amber text on all air data,
attitude and heading indicators.
Standby Instrument.....................VERIFY NO FAILURE INDICATIONS
Attitude and Heading.............................................Use Standby Instrument
NOTE
The following features will become inoperative if
there is a complete loss of ADAHRS functionality:
• Autopilot (including ESP)
• TAS
NOTE
For partial ADAHRS failures, a yellow-x
and amber text will appear over the affected
parameter(s).
Course.............................................................Set using CRS knob on PFD
System Messages (MSG Softkey)............................................CONSIDER
ADAHRS Circuit Breaker (Row 2, Col. 8)......................................RESET
If ADAHRS data still invalid:
Avoid flight in IFR conditions
REPORT: VB-2749
3-26
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
Erroneous or Loss of Engine and Fuel Displays
Indication: Yellow-x over affected engine parameter or fuel display
NOTE
Erroneous indications may be determined by
comparing a display with other system information.
1. Set power based on throttle lever position, engine sound and speed.
2. Monitor other indications to determine the health of the engine.
3. Use known power settings from POH power setting tables for
approximate fuel flow values.
4. Use other system information, such as annunciator messages, fuel
totalizer quantity and flow, to safely complete the flight.
If indications for any of the following are invalid:
•
•
•
•
•
All Engine Parameters
VOLTS
ALTR AMPS
BATT AMPS
FUEL QTY
GEA circuit breaker (Row 2, Col. 3)................................................RESET
If all GEA parameters are still unavailable, land as soon as practical.
ISSUED: December 22, 2017
REPORT: VB-2749
3-27
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
Erroneous or Loss of Warning/Caution CAS Messages
Indication: Yellow-x is shown over the CAS message window
or CAS message present when not expected or CAS
message not present when expected.
1. If a yellow-x is placed over the CAS message window, monitor
engine and airframe indications.
NOTE
See Section 3.1 of this handbook for a list of CAS
Warning, Caution and Advisory messages that
may be inoperative.
2. If a CAS message appears that is not expected, treat it as if the
condition exists.
3. If an abnormal condition exists but the CAS system has not been
activated, use other available information to confirm the condition
exists. If it cannot be determined that the condition does not exist,
treat the situation as if the condition does exist and take appropriate
action.
NOTE
CAS messages are inhibited for many parameters
on the EIS Display of the MFD. The Master
Warning and Master Caution indications and
associated chimes are still activated whenever any
indicated parameter enters the red or amber bands.
If a yellow-x appears over the CAS message window, land has soon
as practical.
REPORT: VB-2749
3-28
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
COM1 and COM2 Failure
Indication: Inability to communicate/receive on COM1 and COM2.
NOTE
If power is lost to the audio panel a fail-safe
communications path becomes available between
the pilot’s headset/microphone and COM1.
AUDIO MKR circuit breaker (Row 2, Col. 9)...................................PULL
Exit and avoid IFR conditions as soon as practical.
ISSUED: December 22, 2017
REPORT: VB-2749
3-29
SECTION 3
EMERGENCY PROCEDURES
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
Dual GPS Failure
Indication: Amber “DR” annunciation on HSI, Amber “DR”
superimposed over airplane symbol on moving map.
Navigation..............................................Use alternate source of navigation
(ILS, LOC, VOR, DME, ADF)
If no alternate navigation sources are available:
Dead Reckoning (DR) Mode - Active when the airplane is greater than
30 NM from the destination airport in flight plan.
Navigation........................................ Use the airplane symbol and magenta
course line on the MAP display and the amber CDI on the HSI.
WARNING
Information normally derived from GPS turns
amber and becomes more inaccurate over time.
Amber CDI disappears after 20 minutes.
WARNING
TAWS is Inoperative.
NOTE
DR mode uses heading, airspeed and last known
GPS position to estimate the airplanes current
position.
All maps with an airplane symbol show a ghosted
airplane and a “DR” label.
Traffic Information System (TIS) and Traffic
Advisory System (TAS) are not dependent on
GPS information. The position of displayed traffic
relative to the airplane symbol on the map is still
accurate.
REPORT: VB-2749
3-30
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
3.5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5e Avionics System Failures (continued)
Loss of Integrity (LOI) Mode - Active when GPS integrity is insufficient
for the current phase of flight.
Navigation................................ Crosscheck / use other navigation sources
as required.
NOTE
All information derived from GPS or DR is
removed from the displays.
The airplane symbol is removed from all maps.
The map will remain centered at the last know
position.
“NO GPS POSITION” is shown in the center of
the map.
TAWS and TAS are inoperative.
Avionics Cooling Fan Failures
Indication: CAS Advisory, Single Chime,
PFD FAN FAIL
AV FAN FAIL
and/or
MFD FAN FAIL
and/or
If failure occurs on ground:
Do not fly until issue is resolved.
If failure occurs in flight:
Fix issue prior to next flight.
When any of these CAS messages illuminate, it is possible to exceed the
manufacturer’s specified temperature limits for the effected equipment.
ISSUED: December 22, 2017
REPORT: VB-2749
3-31
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5e Avionics System Failures (continued)
Autopilot Malfunction
Indication: An unexpected roll or pitch deviation from the desired
flight path, possible flight director command deviations
from desired aircraft attitudes and possible autopilot
disconnect with red AFCS annunciation, amber or red
A/P annunciation on PFD.
Control Wheel..................................................................GRASP FIRMLY
Attitude Indicators..............................................................CROSSCHECK
A/P DISC Switch......................................................DEPRESS and HOLD
Pitch Trim.................................................................RETRIM as necessary
AUTOPILOT Circuit Breaker (Row 3, Col. 2)..................................PULL
Autopilot................................................................DO NOT RE-ENGAGE
Automatic Autopilot Disconnect
Indication: Flashing red and white A/P on PFD and aural disconnect
tone
A/P DISC Switch............................................... DEPRESS and RELEASE
(cancels disconnect tone, and disconnects Autopilot)
Pitch Trim.................................................................RETRIM as necessary
NOTE
The autopilot disconnect may be accompanied
by a red boxed PTCH (pitch), ROLL, or PTRM
annunciation on the PFD, indicating the axis which
has failed. The autopilot cannot be re-engaged
with any of these annunciations present.
REPORT: VB-2749
3-32
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
3.5e Avionics System Failures (continued)
Electric PitchTrim Failure
Indication: Red boxed PTRM on PFD
NOTE
Loss of the electric pitch trim servo will not cause
the autopilot to disconnect. Monitor pitch attitude
for unusual behavior. Be alert to possible autopilot
out-of-trim conditions (see AUTOPILOT OUT
OF TRIM procedure this section) and expect
residual control forces upon disconnect. The
autopilot will not re-engage after disconnect with
failed pitch trim.
Autopilot............................................................................. DISCONNECT
Electric Pitch Trim Runaway
Indication: An unexpected pitch deviation from the desired flight
path and red PTRM annunciation
NOTE
After the autopilot is disengaged, it can not be
re-engaged until the electric pitch trim system
regains functionality.
Control Wheel..................................................................GRASP FIRMLY
Attitude Indicators..............................................................CROSSCHECK
A/P DISC Switch......................................................DEPRESS and HOLD
PITCH TRIM Circuit Breaker (Row 3, Col. 1)..................................PULL
Pitch Trim..............................................................RETRIM MANUALLY
ISSUED: December 22, 2017
REPORT: VB-2749
3-33
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5e Avionics System Failures (continued)
Autopilot Overspeed Recovery
Indication: MAXSPD
tape
annunciation at the top of the PFD airspeed
This autopilot mode is active whenever the aircraft actual or projected
airspeed exceeds the maximum approved autopilot operating speed of
140 KIAS.
THROTTLE................................................REDUCE POWER as required
Autopilot Pitch Reference................................. RESET to slow the aircraft
Autopilot........................................................... DISCONNECT if required
NOTE
Overspeed recovery mode provides a pitch up
command (to a maximum level flight altitude)
to decelerate the airplane below the maximum
approved autopilot operating speed. The autopilot
must be engaged for it to follow the pitchup commands of the flight director. Overspeed
recovery is not active in altitude hold (ALT),
glideslope (GS) or glidepath (GP) modes. The
speed reference cannot be adjusted while in
overspeed recovery mode.
Autopilot Underspeed Recovery
Indication: MINSPD annunciation at the top of the PFD airspeed
tape and USP ACTIVE annunciation on PFD
This autopilot mode is active whenever the autopilot is engaged and the
airspeed has decreased below a minimum threshold.
THROTTLE............................................ INCREASE POWER as required
Flaps Position............................................................................CONSIDER
REPORT: VB-2749
3-34
ISSUED: December 22, 2017
REVISED: May 7, 2018
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5e Avionics System Failures (continued)
Autopilot Out-Of-Trim
Indication: Amber,ß AIL, AIL à, áELE, or â ELE on PFD
CAUTION
Do not attempt to overpower the autopilot in
the event of a mistrim. The autopilot servos will
oppose pilot input and will trim opposite the
direction of pilot input (pitch axis only). This
could lead to a significant out-of-trim condition.
Disconnect the autopilot using the A/P DISC /
TRIM INTER switch if manual control is desired.
If AIL à or ß AIL annunciation...................................Verify SLIP/SKID
INDICATOR centered.
If á ELE or â ELE annunciation..................... Suspect elevator trim issue
Control Wheel........................................... GRASP FIRMLY with both hands
CAUTION
Be prepared to apply a sustained control force
in the direction of the annunciation arrow. For
example, an arrow pointing to the right with AIL
annunciation indicates that sustained right wing
down control wheel force will be required upon
autopilot disconnect.
AP DISC Switch..........................................................................DEPRESS
Affected trim system......................................................................RETRIM
Autopilot.............................................................RE-ENGAGE if available
If the mistrim indication re-occurs, disconnect the autopilot for the
remainder of the flight or until the offending condition is resolved.
ISSUED: December 22, 2017
REPORT: VB-2749
3-35
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5e Avionics System Failures (continued)
Abnormal Flight Director Mode Transitions
Indication: Flashing lateral or vertical mode annunciations on PFD
NOTE
Upon loss of a selected mode, the system will
revert to the default mode for the affected axis,
either ROL or PIT.
Loss of selected vertical mode
Autopilot Mode Controls......... SELECT ANOTHER VERTICAL MODE
If on an instrument approach:
Autopilot...................................................DISCONNECT (if coupled) and
continue manually or execute
missed approach
Loss of selected lateral mode
Autopilot Mode Controls...........SELECT ANOTHER LATERAL MODE
If on an instrument approach:
Autopilot...................................................DISCONNECT (if coupled) and
continue manually or execute
missed approach
Autopilot Preflight Test Failure
Indication: Red Boxed PFT on PFD
AUTOPILOT Circuit Breaker (Row 3, Col. 2)..................................PULL
PITCH TRIM Circuit Breaker (Row 3, Col. 1)..................................PULL
AUTOPILOT and PITCH TRIM Circuit Breakers..........................RESET
simultaneously
NOTE
When the AUTOPILOT circuit breaker is pulled,
the red PFT annunciation will be removed and
the autopilot will be unavailable. One attempt at
resetting the circuit breakers is allowed.
REPORT: VB-2749
3-36
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 3
EMERGENCY PROCEDURES
3.5e Avionics System Failures (continued)
Loss Of Navigation Information
Indication: Amber VOR, VAPP, GPS, BC, LOC or GS flashing on
PFD
NOTE
If a navigation signal is lost while the autopilot is
tracking it, the autopilot will roll the aircraft wings
level and default to roll mode (ROL).
Autopilot....................................SELECT ANOTHER LATERAL MODE
Nav Source.........................................SELECT A VALID NAV SOURCE
Autopilot.............................................................................. SELECT NAV
If on an instrument approach at the time the navigation signal is lost:
Missed Approach........................................................................EXECUTE
(A second approach may be attempted using other navaids.)
ISSUED: December 22, 2017
REPORT: VB-2749
3-37
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5f Pitot Heat Failure
Pitot Heat Failure
Indication: Master Caution, Double Chime,
PITOT HEAT FAIL
PITOT HEAT Switch........................................................................... OFF
PITOT HEAT Circuit Breaker (Row 2, Col. 2)...............................RESET
PITOT HEAT Switch............................................................................. ON
If Pitot Heat still inoperative:
Exit and Avoid Instrument Meteorological Conditions.
3.5g Starter Engaged
Starter Engaged
Indication: Master Warning, Triple Chime,
START ENGD
If on the ground:
THROTTLE..................................................................................REDUCE
ENG START Circuit Breaker (Row 1, Col. 10)................................PULL
ENGINE.................................................................................SHUTDOWN
If in flight:
THROTTLE..................................................................................REDUCE
ENG START Circuit Breaker (Row 1, Col. 10)................................PULL
Land as soon as possible.
REPORT: VB-2749
3-38
ISSUED: December 22, 2017
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5h Spin Recovery
Spin Recovery
Rudder.......................................................................FULL OPPOSITE TO
DIRECTION OF ROTATION
Control wheel.......................................................FULL FORWARD while
NEUTRALIZING AILERONS
THROTTLE.........................................................................................IDLE
Rudder.....................................................NEUTRAL (when rotation stops)
Control wheel .............................................SMOOTH BACK PRESSURE
to recovery from dive
Intentional spins are prohibited in this airplane.
3.5i Open Door
Open Door
To close the door in flight:
Airspeed ...................................................REDUCE to less than 87 KIAS.
Cabin vents....................................................................................... CLOSE
Storm window ................................................................................... OPEN
Upper latch (if open) .............................................................CLOSE Latch
Side latch (if open) ...............................................PULL on Armrest While
Closing Latch
If Both Latches Open ...................................CLOSE Side Then Top Latch
If both upper and side latches are open, the door will trail slightly open and
airspeeds will be reduced slightly.
ISSUED: December 22, 2017
REPORT: VB-2749
3-39
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
3.5j Engine Roughness
Engine Roughness
ALTERNATE AIR............................................................................ OPEN
If roughness continues after one minute:
MIXTURE............................................. Adjust for Maximum Smoothness
ALTERNATE AIR.......................................................................... CLOSE
FUEL PUMP........................................................................................... ON
Fuel Selector................................................................... SWITCH TANKS
Engine Indicators........................................................................... .CHECK
LEFT/RIGHT MAG Switches................. Individually Select OFF and ON
If operation is satisfactory on either MAG, continue on that magneto at
reduced power and full RICH mixture to nearest airport.
Prepare for power-off landing.
NOTE
If possible, always retain glide capability to the
selected landing area in case of total engine failure.
Engine roughness may be caused by blockage in the injector nozzles,
induction system icing, or ignition problems.
Adjust the mixture for maximum smoothness. The engine will run
rough if the mixture is too rich or too lean. Move the alternate air to OPEN
and then turn ON the electric fuel pump. Switch the fuel selector to another
tank to see if fuel contamination is the problem.
Check the engine gauges for abnormal readings. If any gauge readings
are abnormal proceed accordingly.
REPORT: VB-2749
3-40
ISSUED: December 22, 2017
PA-28-181, ARCHER III
3.5k
SECTION 3
EMERGENCY PROCEDURES
Carbon Monoxide CAS Indications
CO Detector Warning
Indication: Master Warning, Triple Chime,
Flashing Red
CO LVL HIGH
If the CO Detector Warning or Caution activates in flight:
Press the CO RST softkey (on the engine page) to reset the CO Detector.
If the Warning or Caution continues:
Shut off the heater, air conditioning or any other opening to the engine
compartment.
Open a fresh air source immediately.
Don’t smoke.
Land as soon as possible.
Be sure the source of the contamination is corrected before further flight.
NOTE
The Amber MFD alert will remain until the CO
level drops below 50 parts per million (PPM) by
volume of carbon monoxide concentration. Do
not recycle the unit through the circuit breaker. A
three-minute delay is required for the CO sensor
to stabilize after each power-up.
ISSUED: December 22, 2017
REPORT: VB-2749
3-41
SECTION 3
EMERGENCY PROCEDURES
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
3-42
ISSUED: December 22, 2017
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph
No.
Page
No.
4.1 General............................................................................................
4.3 Airspeeds for Safe Operations........................................................
4.5 Normal Procedures Checklist..........................................................
4.5a Preflight Checklist.......................................................................
4.5b Engine Start - General.................................................................
4.5c Before Starting Engine................................................................
4.5d Engine Start Checklists...............................................................
Normal Start - Cold Engine....................................................
Normal Start - Hot Engine.....................................................
Engine Start - Flooded............................................................
Engine Start Using External Power Source...........................
4.5e Before Taxiing Checklist............................................................
Warm-Up................................................................................
Before Taxiing........................................................................
4.5f Taxiing Checklist........................................................................
4.5g Ground Checklist.........................................................................
4.5h Before Takeoff Checklist............................................................
4.5i Takeoff Checklist........................................................................
Takeoff....................................................................................
Short Field, Obstacle Clearance.............................................
4.5j Climb Checklist...........................................................................
4.5k Cruising Checklist.......................................................................
4.5l Descent Checklist........................................................................
4.5m Approach and Landing Checklist................................................
4.5n Go-Around Checklist..................................................................
4.5o After Landing Checklist..............................................................
4.5p Stopping Engine Checklist..........................................................
4.5q Mooring Checklist.......................................................................
4.7 Stalls ...............................................................................................
4.9 Turbulent Air Operation..................................................................
4.11 Weight and Balance........................................................................
4.13 Noise Level......................................................................................
4-1
4-2
4-2
4-2
4-8
4-9
4-10
4-10
4-11
4-11
4-12
4-13
4-13
4-13
4-14
4-15
4-16
4-17
4-17
4-17
4-18
4-18
4-19
4-20
4-22
4-22
4-23
4-24
4-25
4-25
4-25
4-26
ISSUED: December 22, 2017
REPORT: VB-2749
4-i
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
4-ii
ISSUED: December 22, 2017
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.1 General
This section describes the recommended procedures for conducting normal
operations for the Archer III. All of the required (FAA regulations) procedures
necessary for operation of the airplane are presented.
This section provides checklists for all normal operating procedures, using a
simple action - reaction format, with little emphasis on system operation.
These checklists should be used during normal ground and flight operations.
When appropriate, additional information is provided immediately below the
checklist, providing more detailed information related to that procedure. In order
to operate the airplane in a safe and efficient manner, pilots should familiarize
themselves with the both the checklist and amplified procedures.
Normal procedures associated with those optional systems and equipment
which require handbook supplements are provided by Section 9 Supplements.
ISSUED: December 22, 2017
REPORT: VB-2749
4-1
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.3 Airspeeds for Safe Operations
The following airspeeds are significant to the safe operation of the airplane.
They are for standard airplanes flown at gross weight under standard conditions
at sea level.
Performance for specific airplanes may vary from published figures
depending upon the equipment installed, the condition of the engine, airplane
and equipment, atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed
(b) Best Angle of Climb Speed
(c) Maximum Operating Maneuvering Speed Vo
76 KIAS
64 KIAS
113 KIAS
(at 2550 lbs.)
See Airspeed Limitations, Section 2.3
(d) Maximum Flap Speed
102 KIAS
(e) Landing Final Approach Speed (Flaps 40)
66 KIAS
(f) Maximum Demonstrated Crosswind Velocity
17 KTS
4.5 Normal Procedures Checklist
4.5a Preflight Checklists
WALK-AROUND
Figure 4-1
REPORT: VB-2749
4-2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5 NORMAL PROCEDURES CHECKLIST (continued)
4.5a Preflight Checklists (continued)
CAUTION
The flap position should be noted before boarding
the airplane. The flaps must be placed in the UP
position before they will lock and support weight
on the step.
NOTE
Normal gear strut extension (exposed area)
corresponds to that for the airplane under a
normal static load (empty weight of the airplane
plus full fuel and oil).
COCKPIT
Control Wheel....................................................RELEASE RESTRAINTS
PARK BRAKE......................................................................................SET
All Instrument Panel and Overhead Switches...................................... OFF
MIXTURE.........................................................................IDLE CUT-OFF
LEFT/RIGHT MAG Switches.............................................................. OFF
BATT MASTR Switch........................................................................... ON
Interior Lighting (Night Flight)..............................VERIFY OPERATION
PITOT HEAT Switch............................................................................. ON
PITOT HEAT OFF CAS Message................................. EXTINGUISHED
ISSUED: December 22, 2017
REPORT: VB-2749
4-3
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5a Preflight Checklists (continued)
COCKPIT (continued)
FUEL QTY Indications............................................. CHECK QUANTITY
& IMBALANCE
Exterior Lighting Switches..................................................................... ON
Exterior Lighting.....................................................VERIFY OPERATION
CAUTION
Care should be taken when checking the heated
pitot head. The unit becomes very hot. Ground
operation should be limited to three minutes to
avoid damaging the heater elements.
Pitot/Static Head.............................................................CHECK - WARM
Stall Warning Horn......................................................................... CHECK
All Lighting Switches........................................................................... OFF
PITOT HEAT Switch........................................................................... OFF
PITOT HEAT OFF CAS Message.................................. ILLUMINATED
BATT MASTR Switch......................................................................... OFF
Flaps..............................................................................................EXTEND
Primary Flight Controls.........................................PROPER OPERATION
Stabilator and Rudder Trim....................................................... NEUTRAL
Pitot and Static Systems................................................................... DRAIN
Windows...........................................................................CHECK CLEAN
Required Papers and POH....................................... VERIFY ON BOARD
NOTE
Secure and adjust all unused seat belts and
shoulder harness to prevent control interference
or passenger injury during flight in turbulent air.
Tow Bar and Baggage............................. STOW PROPERLY & SECURE
Baggage Door............................................................. CLOSE & SECURE
REPORT: VB-2749
4-4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5a Preflight Checklists (continued)
RIGHT WING
Surface Condition................................. CLEAR OF ICE, FROST, SNOW
Flap and Hinges...............................................................NO DAMAGE or
INTERFERENCE
Aileron and Hinges.............................................................. NO DAMAGE
or INTERFERENCE
Static Wicks.............................................................CHECK and SECURE
Wing Tip and Lights....................................................................... CHECK
Fuel Tank................................................... CHECK SUPPLY VISUALLY
and SECURE CAP
Fuel Tank Vent................................................................................CLEAR
CAUTION
When draining any amount of fuel, care should be
taken to ensure that no fire hazard exists before
starting engine.
Fuel Tank Sumps ...........................................DRAIN AND CHECK FOR
WATER, SEDIMENT AND PROPER FUEL
Tie Down and Chock...................................................................REMOVE
Main Gear Strut....................................................... PROPER INFLATION
(4.5 ± .25 in.)
Tire ................................................................................................. CHECK
Brake block and disc....................................................................... CHECK
Fresh Air Inlet..................................................................................CLEAR
NOSE SECTION
General Condition........................................................................... CHECK
Cowling......................................................................................... SECURE
Windshield...................................................................................... CLEAN
Oil ............................................................................ CHECK QUANTITY
Dipstick.............................................PROPERLY SEATED and SECURE
Oil Filler Door............................................................................... SECURE
Propeller and Spinner...................................................................... CHECK
Air Inlets..........................................................................................CLEAR
ISSUED: December 22, 2017
REPORT: VB-2749
4-5
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5a Preflight Checklists (continued)
NOSE SECTION (continued)
Chock...........................................................................................REMOVE
Nose Gear Strut....................................................... PROPER INFLATION
(3.25 ± .25 in.)
Tire.................................................................................................. CHECK
CAUTION
When draining any amount of fuel, care should be
taken to ensure that no fire hazard exists before
starting engine.
Fuel Strainer..................................................................................... DRAIN
Check the general condition of the nose section; look for oil or fluid
leakage and that the cowling is secure. The propeller and spinner should
be checked for detrimental nicks, cracks, or other defects. Check the tire
for cuts, wear, and proper inflation.
LEFT WING
Surface Condition................................. CLEAR OF ICE, FROST, SNOW
Fresh Air Inlet..................................................................................CLEAR
Main Gear Strut....................................................... PROPER INFLATION
(4.5 ± .25 in.)
Tire.................................................................................................. CHECK
Brake Block and Disc..................................................................... CHECK
CAUTION
When draining any amount of fuel, care should be
taken to ensure that no fire hazard exists before
starting engine.
Fuel Tank Sump..............................................DRAIN AND CHECK FOR
WATER, SEDIMENT AND PROPER FUEL
Fuel Tank Vent................................................................................CLEAR
REPORT: VB-2749
4-6
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5a Preflight Checklists (continued)
LEFT WING (continued)
Tie Down and Chock...................................................................REMOVE
Fuel Tank................................................... CHECK SUPPLY VISUALLY
and SECURE CAP
Pitot/Static Head.............................REMOVE COVER - HOLES CLEAR
OAT Probe...................................................................................... CHECK
Wing Tip and Lights....................................................................... CHECK
Aileron and Hinges........................... NO DAMAGE or INTERFERENCE
Flap and Hinges................................ NO DAMAGE or INTERFERENCE
Static Wicks....................................................................CHECK SECURE
FUSELAGE
Antennas.......................................................................................... CHECK
Empennage............................................ CLEAR OF ICE, FROST, SNOW
Stabilator and Trim Tab.................... NO DAMAGE or INTERFERENCE
Rudder............................................... NO DAMAGE or INTERFERENCE
Static Wicks....................................................................CHECK SECURE
Tie Down.....................................................................................REMOVE
ISSUED: December 22, 2017
REPORT: VB-2749
4-7
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5b Engine Start
ENGINE START - GENERAL
WARNING
The START ENGD warning CAS message will
illuminate after 30 seconds of continuous engine
cranking. If the CAS message illuminates after
the engine is running, stop the engine and
determine the cause.
CAUTION
Do not attempt flight if there is no indication of
alternator output.
CAUTION
If a positive oil pressure is not indicated within 30
seconds following an engine start, stop the engine
and determine the trouble. In cold weather it will
take a few seconds longer to get a positive oil
pressure indication.
NOTE
If engine does not start within 10 seconds,
prime and repeat starting procedure. Starter
manufacturer recommends starter cranking
periods be limited to 10 seconds with a 2 minute
rest period between cranking periods. Maximum
of 5 start periods allowed. If start is not achieved
on fifth attempt allow starter to cool for 30
minutes before attempting additional starts.
REPORT: VB-2749
4-8
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5c Before Starting Engine Checklists
BEFORE STARTING ENGINE
Flaps............................................................................................RETRACT
Passengers.......................................................................................BOARD
Door.......................................................................CLOSED and SECURE
Seats.........................................ADJUSTED and LOCKED IN POSITION
Seat Belts and Harness...................................................FASTEN/ADJUST
CHECK INERTIA REEL
FUEL Selector ................................................................DESIRED TANK
PARK BRAKE......................................................................................SET
Circuit Breakers ........................................................................CHECK IN
ALTERNATE AIR.......................................................................... CLOSE
ALTERNATE STATIC SOURCE ...................................................... OFF
All Electrical Switches.......................................................................... OFF
DAY/NIGHT Switch (if installed)........................................................SET
BATT MASTR..................................................................................... OFF
AVION MASTER................................................................................ OFF
NOTE
The EMERG BATT may remain ON after checking
for proper bus operation, thereby allowing the
displays to remain active prior to engine start.
Avoid delays between this check and engine
starting to preserve emergency battery power.
EMERG BATT Switch........................................................................ARM
Verify operation of:
• PFD with no red-x’s on:
• Attitude
• Airspeed
• Altitude
• Vertical Speed
• Audio Panel
• Com 1
• Nav 1
• Engine Indications
• Standby Flight Instruments
ISSUED: December 22, 2017
REPORT: VB-2749
4-9
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5c Before Starting Engine Checklists (continued)
BEFORE STARTING ENGINE (continued)
E VOLTS Indication................................................................23.3 VOLTS
(Minimum)
FUEL QTY Indications....................................CHECK QUANTITY AND
IMBALANCE
If the E VOLTS indication is less than 23.3 VOLTS, the voltage can be
checked again at the end of the GROUND CHECK checklist (after being
charged by the primary electrical system) or can be conditioning charged
by ground personnel prior to further checks. E VOLTS indication must not
be less than 23.3 volts prior to flight.
Proceed to the appropriate ENGINE START checklist.
4.5d Engine Start Checklists
Normal Start - Cold Engine
THROTTLE...........................................................................1/2 IN. OPEN
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
LEFT/RIGHT MAG Switches................................................................ ON
FUEL PUMP........................................................................................... ON
FIN STROBE Switch.............................................................................. ON
MIXTURE................................................. PRIME - then IDLE CUT-OFF
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch............................................................................. ENGAGE
MIXTURE................................................................................ ADVANCE
THROTTLE...................................................................................ADJUST
Oil Pressure..................................................................................... CHECK
REPORT: VB-2749
4-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5d Engine Start Checklists (continued)
Normal Start - Hot Engine
THROTTLE...........................................................................1/2 IN. OPEN
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
LEFT/RIGHT MAG Switches................................................................ ON
FUEL PUMP........................................................................................... ON
MIXTURE.........................................................................IDLE CUT-OFF
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch.................................................................................. PRESS
MIXTURE (when engine starts)............................................... ADVANCE
THROTTLE...................................................................................ADJUST
Oil Pressure..................................................................................... CHECK
Engine Start - Flooded
THROTTLE............................................................................ OPEN FULL
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
LEFT/RIGHT MAG Switches................................................................ ON
FUEL PUMP......................................................................................... OFF
MIXTURE.........................................................................IDLE CUT-OFF
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch.................................................................................. PRESS
MIXTURE (when engine starts)............................................... ADVANCE
THROTTLE..................................................................................RETARD
Oil Pressure..................................................................................... CHECK
ISSUED: December 22, 2017
REPORT: VB-2749
4-11
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5d Engine Start Checklists (continued)
Engine Start - Using External Power Source
NOTE
The EMERG BATT switch may remain ON while
using external power. The emergency bus does not
receive power from the external power source due
to a relay in the circuit.
BATT MASTR Switch ........................................................................ OFF
ALTR Switch........................................................................................ OFF
LEFT/RIGHT MAG Switches................................................................ ON
EMERG BATT Switch............................................................ Verify ARM
All Electrical Equipment....................................................................... OFF
External Power................................................................................. APPLY
THROTTLE...........................................................................1/2 IN. OPEN
FUEL PUMP........................................................................................... ON
FIN STROBE Switch.............................................................................. ON
MIXTURE................................................. PRIME - then IDLE CUT-OFF
CAS Messages................................... CONSIDER ANY ILLUMINATED
PFD Annunciations............................ CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch ................................................................................. PRESS
MIXTURE (when engine starts)............................................... ADVANCE
THROTTLE...................................................................................ADJUST
Oil Pressure .................................................................................... CHECK
BATT MASTR Switch .......................................................................... ON
THROTTLE ................................................... LOWEST POSSIBLE RPM
External Power.................................................................... DISCONNECT
ALTR Switch............................................................ ON - Check Ammeter
Indication
NOTE
DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.
REPORT: VB-2749
4-12
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5e Before Taxiing Checklist
Warm-Up
THROTTLE.....................................................................800 to 1200 RPM
Avoid prolonged idling at low RPM, as this practice may result in
fouled spark plugs.
Before Taxiing
AVION MASTER Switch...................................................................... ON
EMERG BATT Switch........................................................ VERIFY ARM
Multi-Function Display (MFD)...............................VERIFY DATABASE
CURRENCY
MFD Aux-Weight Planning.................................. ENTER WEIGHTS AS
REQUIRED
Fuel Totalizer (weight)...................FOB SYNC or ENTER MANUALLY
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
System Messages (MSG Softkey)........................................... CONSIDER
Lights................................................................................ AS REQUIRED
Heater and Defroster..............................................................AS DESIRED
TAWS and TRAFFIC (if installed).................................................... TEST
COM/NAV Radios & AVIONICS.....................................CHECK & SET
Annunciator Test................................................................................. TEST
Autopilot................................................. Verify Preflight Self-Test (PFT)
completed and disconnect tone heard
Standby Flight Instrument...................... VERIFY ON with NO RED-X’s
or FAILURE ANNUNCIATIONS
Altimeter/Standby Altimeter..................................................................SET
Passenger Briefing...................................................................COMPLETE
PARK BRAKE........................................................................... RELEASE
ISSUED: December 22, 2017
REPORT: VB-2749
4-13
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5f Taxiing Checklist
TAXIING
Taxi area...........................................................................................CLEAR
PARK BRAKE........................................................................ RELEASED
Throttle........................................................................... APPLY SLOWLY
Brakes.............................................................................................. CHECK
Steering........................................................................................... CHECK
NOTE
During taxi, if the VOLTS indication decreases
into the warning range, increase engine RPM (if
possible) to retain adequate battery charging.
NOTE
During extended periods of engine idle at high
ambient temperatures, fuel flow to the engine
can be interrupted by the formation of fuel vapor
bubbles in the fuel line. This condition can be
corrected by turning the electric fuel pump ON
and increasing engine RPM above 1500 RPM.
Before attempting to taxi the airplane, ascertain that the propeller back
blast and taxi areas are clear. Power should be applied slowly to start the
taxi roll. Observe wing clearances when taxiing near buildings or other
stationary objects. If possible, station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground. Do not operate
the engine at high RPM when taxiing over ground containing loose stones,
gravel or any loose material that may cause damage to the propeller blades.
REPORT: VB-2749
4-14
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5g Ground Check Checklist
GROUND CHECK
PARK BRAKE......................................................................................SET
THROTTLE................................................................................ 2000 RPM
LEFT/RIGHT MAG Check................................... MAX. DROP 175 RPM
MAX. DIFF. 50 RPM
Oil Temperature.............................................................................. CHECK
Oil Pressure..................................................................................... CHECK
VOLTS Indication.....................................CHECK BUS (28 +/- 1 VOLT)
ALTR AMPS Indication...............................................CHECK NORMAL
ALTERNATE AIR............................................APPROX. 40 RPM DROP
FUEL PUMP......................................................................................... OFF
Verify Engine Operation
THROTTLE..................................................................................RETARD
If E VOLTS indication less than 23.3 VOLTS during BEFORE
STARTING ENGINE Checklist:
EMERG BATT Switch............................................................ Verify ARM
AVION MASTER Switch.................................................................... OFF
ALTR Switch........................................................................................ OFF
BATT MASTR Switch......................................................................... OFF
E VOLTS Indication............................................23.3 VOLTS MINIMUM
If E VOLTS less than 23.3 VOLTS, determine cause and correct the
issue prior to flight.
If E VOLTS Greater Than or Equal to 23.3 VOLTS:
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
AVION MASTER Switch...................................................................... ON
Operation on one magneto should not exceed 10 seconds.
Avoid prolonged ground operation with ALTERNATE AIR “OPEN’’
as the air is unfiltered.
ISSUED: December 22, 2017
REPORT: VB-2749
4-15
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5h Before Takeoff Checklist
BEFORE TAKEOFF
BATT MASTR Switch........................................................... VERIFY ON
ALTR Switch.......................................................................... VERIFY ON
FUEL PUMP........................................................................................... ON
LEFT/RIGHT MAG Switches................................................ VERIFY ON
Flight Instruments........................................................................... CHECK
Standby Flight Instruments............................................................. CHECK
CAS Messages................................... CONSIDER ANY ILLUMINATED
PFD Annunciations............................ CONSIDER ANY ILLUMINATED
System Messages (MSG Softkey)............................................CONSIDER
FUEL Selector.................................................................. PROPER TANK
Engine Indications.......................................................................... CHECK
ALTERNATE AIR.......................................................................... CLOSE
MIXTURE.............................................................................................SET
Seat Backs........................................................................................ ERECT
Seats......................................ADJUSTED AND LOCKED IN POSITION
Belts/Harness.............................................................FASTENED/CHECK
Empty Seats............................... SEAT BELTS SECURELY FASTENED
Flaps.......................................................................................................SET
Stabilator and Rudder Trims..................................................................SET
Controls..................................................................FREE AND CORRECT
Door........................................................................................... LATCHED
Air Conditioner (if installed)................................................................ OFF
NOTE
TAS aural alerts will be muted when GPS altitude
is lower than ~ 400 FT AGL.
Takeoff should not be attempted with ice, snow, or frost on the wings.
To achieve the takeoff performance specified in Section 5, it is necessary
to set maximum power prior to brake release. Takeoff distances shown
in Section 5 will be increased by uphill runway gradient, soft, wet, rough
or grassy runway surface, or poor pilot technique. As power is applied at
the start of the takeoff, monitor the engine instruments to verify that the
engine is operating properly and the airspeed indicator to confirm that it is
functioning. Full throttle should also be achieved without engine backfiring,
skipping, faltering or a reduction in engine oil pressure.
REPORT: VB-2749
4-16
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5i Takeoff Checklist
Takeoff
NORMAL TECHNIQUE
Flaps.........................................................................................................Up
Trim........................................................................................................SET
Brakes...............................................................................APPLY & HOLD
THROTTLE ........................................................................FULL POWER
Brakes.......................................................................................... RELEASE
Rotation Airspeed......................................................................... 60 KIAS
SMOOTHLY ROTATE TO CLIMB ATTITUDE
See Flaps Up Takeoff ground roll and Flaps Up Takeoff Performance
charts in Section 5 for ground roll/takeoff distances and applicable gross
weight vs rotation speed information. The rotation airspeed shown is
applicable for the airplane at maximum gross weight.
When the available runway length is well in excess of that required and
obstacle clearance is no factor, a rolling takeoff technique (no brakes prior
to application of power) may be used.
Short Field, Obstacle Clearance
Flaps .............................................................................. 25º (second notch)
Trim ......................................................................... Slightly Aft of Neutral
Brakes...............................................................................APPLY & HOLD
THROTTLE ........................................................................FULL POWER
Brakes.......................................................................................... RELEASE
Rotation Airspeed.......................................................................... 55 KIAS
ROTATE TO CLIMB ATTITUDE
Obstacle Clearance Airspeed......................................................... 60 KIAS
Initial Climb Airspeed (Flaps 0º)................................................... 64 KIAS
Flaps .........................................................................RETRACT SLOWLY
After Obstacles Cleared & Safe Altitude
Airpseed......................................................................................... 76 KIAS
For departure from short runways with adjacent obstructions, a short
field takeoff technique with flaps set to 25° should be used. See 25° Flaps
Takeoff ground roll and 25° Flaps Takeoff Performance charts in Section
5 for ground roll/takeoff distances and applicable gross weight vs airspeed
information. The rotation and 50 ft. obstacle clearance airspeeds shown are
applicable for the airplane at maximum gross weight.
ISSUED: December 22, 2017
REPORT: VB-2749
4-17
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5j Climb Checklist
CLIMB
Best rate (flaps up)......................................................................... 76 KIAS
Best angle (flaps up)...................................................................... 64 KIAS
Enroute........................................................................................... 87 KIAS
FUEL PUMP............................................................OFF at desired altitude
For climbing enroute, a speed of 87 KIAS is recommended. This will
produce better forward speed and increased visibility over the nose during
the climb.
4.5k Cruise Checklist
CRUISING
Power............................................................... SET PER POWER TABLE
MIXTURE.....................................................................................ADJUST
The cruising speed of the ARCHER III is determined by many factors,
including power setting, altitude, temperature, loading and equipment
installed in the airplane. The normal maximum cruising power is 75%
of the rated horsepower of the engine. Airspeeds which may be obtained
at various altitudes and power settings can be determined from the
performance graphs provided in Section 5.
Use of the mixture control in cruising flight reduces fuel consumption
significantly, especially at higher altitudes. The mixture should be leaned
during cruising operation above 5000 ft. altitude and at pilot’s discretion at
lower altitudes when 75% power or less is being used. If any doubt exists
as to the amount of power being used, the mixture should be in the full
RICH position for all operations under 5000 feet. To lean the mixture, pull
the mixture control aft.
Best economy mixture is obtained by moving the mixture control aft
until peak EGT is reached. Best power mixture is obtained by leaning to
peak EGT and then enrichening until the EGT is 100°F rich of the peak
value. Under some conditions of altitude and throttle position, the engine
may exhibit roughness before peak EGT is reached. If this occurs, the EGT
corresponding to the onset of engine roughness should be used as the peak
reference value.
REPORT: VB-2749
4-18
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5k Cruise Checklist (continued)
CRUISING (continued)
The electric fuel pump should be turned ON before switching tanks,
and should be left ON for a short period thereafter. In order to keep the
airplane in best lateral trim during cruising flight the fuel should be used
alternately from each tank. Do not run tanks completely dry in flight. The
electric fuel pump should be normally OFF so that any malfunction of the
engine driven fuel pump is immediately apparent. If signs of fuel starvation
should occur at any time during flight, fuel exhaustion should be suspected,
at which time the fuel selector should be immediately positioned to the
other tank and the electric fuel pump switched to the ON position.
4.5l Descent Checklist
DESCENT
Normal Descent:
THROTTLE................................................................................ 2500 RPM
Airspeed....................................................................................... 122 KIAS
MIXTURE.......................................................................................... RICH
Power Off Descent:
THROTTLE.................................................................................. CLOSED
Airspeed............................................................................. AS REQUIRED
MIXTURE......................................................................... AS REQUIRED
Power............................................................ VERIFY WITH THROTTLE
EVERY 30 SECONDS
ISSUED: December 22, 2017
REPORT: VB-2749
4-19
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5m Approach and Landing Checklist
APPROACH AND LANDING
NOTE
The HSI will auto slew during CDI transitions to
LOC, LOC BC, LDA, or SDF approaches if an
approach is activated in the G1000 system. The
pilot should always double check the inbound
course pointer prior to initiating a VHF NAV
approach.
COM/NAV Radios & Avionics..........................................CHECK & SET
Altimeter/Standby Altimeter................................................................. SET
Seat Backs....................................................................................... ERECT
Seat Belts, Harnesses.............................................. FASTEN/ADJUSTED
Armrests ...................................................................................... STOWED
FUEL PUMP .......................................................................................... ON
FUEL Selector.................................................................. PROPER TANK
FLAPS...................................................................... SET (102 KIAS max.)
ALTERNATE AIR............................................................ AS REQUIRED
MIXTURE............................................................................... FULL RICH
AIR COND Switch (if installed)......................................................... OFF
Landing Light .................................................................... AS REQUIRED
PARK BRAKE..........................................................................Verify OFF
Toe Brakes..............................................................DEPRESS TO CHECK
Autopilot............................................................................. DISCONNECT
(Above 200 FT AGL)
REPORT: VB-2749
4-20
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5m Approach and Landing Checklist (continued)
APPROACH AND LANDING (continued)
Initial Approach Speed ................................................................. 75 KIAS
Final Approach Speed (Flaps 40°) ............................................... 66 KIAS
Touchdown........................................................................MAIN WHEELS
then GENTLY LOWER NOSE
Braking............................................................................... AS REQUIRED
NOTE
TAS aural alerts will be muted when GPS altitude
is lower than ~ 400 FT AGL.
Check to ensure the fuel selector is on the proper (normally fullest)
tank and that the seat backs are erect, with the seats adjusted and locked
in position. The seat belts and shoulder harness should be fastened and
adjusted and the inertia reel checked.
The mixture control should be kept in full RICH position to ensure
maximum acceleration if it should be necessary to open the throttle again.
Alternate air should be closed unless there is an indication of induction
system icing, since the use of alternate air causes a reduction in power which
may be critical in case of a go-around. Full throttle operation with alternate
air open can cause detonation.
The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice
to contact the ground at the minimum possible safe speed consistent with
existing conditions.
Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight
path. Reduce the speed during the flareout and contact the ground close to
the stalling speed. After ground contact hold the nose wheel off as long as
possible. As the airplane slows down, gently lower the nose and apply the
brakes. Braking is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong crosswinds, it
may be desirable to approach the ground at higher than normal speeds with
partial or no flaps.
ISSUED: December 22, 2017
REPORT: VB-2749
4-21
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5n Go-Around Checklist
GO-AROUND
MIXTURE............................................................................... FULL RICH
THROTTLE............................................................................ FULL OPEN
Control Wheel........................................ BACK PRESSURE TO OBTAIN
POSITIVE CLIMB ATTITUDE
FLAPS.................................................... RETRACT INCREMENTALLY
If the aircraft is equipped with optional Underspeed Protection (USP)
and an autopilot coupled go-around is desired, press the TO/GA button on
the throttle handle followed immediately by the checklist shown above.
4.5o After Landing Checklist
AFTER LANDING
Clear of runway.
FLAPS.........................................................................................RETRACT
Air Conditioner (if installed).................................................AS DESIRED
FUEL PUMP......................................................................................... OFF
STROBE LIGHTS Switch................................................ AS REQUIRED
LANDG LIGHT Switch................................................... AS REQUIRED
REPORT: VB-2749
4-22
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.5p Stopping Engine Checklist
STOPPING ENGINE
CAUTION
The flaps must be placed in the up position for the
flap stop to support weight. Passengers should be
cautioned accordingly.
PARK BRAKE......................................................................................SET
FLAPS.........................................................................................RETRACT
FUEL PUMP......................................................................................... OFF
EMERG BATT Switch......................................................................... OFF
AVION MASTER................................................................................ OFF
Air Conditioner (if installed)................................................................ OFF
Electrical Switches................................................................................ OFF
ALTR Switch........................................................................................ OFF
THROTTLE.................................................................................. CLOSED
MIXTURE.........................................................................IDLE CUT-OFF
LEFT/RIGHT MAG Switches.............................................................. OFF
Interior Lights (at night)....................................................................... OFF
Exterior Lights...................................................................................... OFF
BATT MASTR Switch......................................................................... OFF
STANDBY INSTRUMENT.................................. VERIFY SHUTDOWN
NOTE
In case the Aspen EBD standby instrument
remains “ON” due to improper shutdown, the
EBD switches to internal battery and depletes it.
To turn off the EBD, press the “SHUT DOWN”
command from Main Menu page 6 or hold the red
“REV” button for 20 seconds.
ISSUED: December 22, 2017
REPORT: VB-2749
4-23
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.5q Mooring Checklist
MOORING
PARK BRAKE.................................................................. AS REQUIRED
Flaps.......................................................................VERIFY RETRACTED
Control wheel.....................................................SECURED WITH BELTS
Wheel chocks..............................................................................IN PLACE
Tie downs...................................................................................... SECURE
If necessary, the airplane should be moved on the ground with the aid
of the nose wheel tow bar provided with each airplane and then secure the
tow bar on the aft bulkhead of the baggage compartment. The aileron and
stabilator controls should be secured by looping the safety belt through the
control wheel and pulling it snug. The flaps are locked when in the UP
position and should be left retracted. Tie downs can be secured to rings
provided under each wing and to the tail skid. The rudder is held in position
by its connections to the nose wheel steering and normally does not have to
be secured.
REPORT: VB-2749
4-24
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 4
NORMAL PROCEDURES
4.7 STALLS
The stall characteristics of the ARCHER III are conventional. An approaching
stall is indicated by a stall warning aural annunciation (Stall....Stall.....Stall)
which is activated between five and ten knots above stall speed. Mild airframe
buffeting and gentle pitching may also precede the stall.
The gross weight stalling speed of the ARCHER III with power off and
full flaps is 45 KIAS. With the flaps up this speed is increased 5 KTS. Loss of
altitude during stalls varies from 100 to 350 feet, depending on configuration
and power.
CAUTION
The stall warning system is inoperative with the
BATT MASTR switch OFF.
During preflight, the stall warning system should be checked by turning the
BATT MASTR switch ON, lifting the detector and checking to determine if the
Stall aural annunciation is actuated. The BATT MASTR switch should be turned
OFF after the check is complete.
4.9 TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, the airspeed be
reduced to the maximum operating maneuvering speed (Vo) to reduce the
structural loads caused by gusts and to allow for inadvertent speed build-ups
which may occur as a result of the turbulence or of distractions caused by the
conditions. (See Subsection 2.3)
4.11 WEIGHT AND BALANCE
It is the responsibility of the owner and pilot to determine that the airplane
remains within the allowable weight vs. center of gravity envelope while in
flight.
For weight and balance data, refer to Section 6 (Weight and Balance).
ISSUED: December 22, 2017
REPORT: VB-2749
4-25
SECTION 4
NORMAL PROCEDURES
PA-28-181, ARCHER III
4.13 NOISE LEVEL
(a) FAR 36 Appendix G for aircraft with the standard exhaust system,
the noise level is 73.1 dB(A). For aircraft with the optional exhaust
system, the noise level is 71.9 dB(A).
No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or
should be acceptable or unacceptable for operation at, into,
or out of, any airport.
The above statement notwithstanding, the noise level
stated above has been verified by and approved by the Federal
Aviation Administration in noise level test flights conducted
in accordance with FAR 36, Noise Standards - Aircraft Type
and Airworthiness Certification. This aircraft model is in
compliance with all FAR 36 noise standards applicable to this
type.
(b) ICAO Annex 16 Volume 1 Chapter 10 for aircraft with the standard
exhaust system, the noise level is 77.7 dB(A). For aircraft with the
optional exhaust system, the noise level is 75.3 dB(A).
REPORT: VB-2749
4-26
ISSUED: December 22, 2017
REVISED: May 7, 2018
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 5
PERFORMANCE
Paragraph
No.
Page
No.
5.1
5.3
5.5
5.7
5-1
5-1
5-3
5-9
5-9
General.........................................................................................
Performance and Flight Planning.................................................
Flight Planning Example..............................................................
Performance Graphs.....................................................................
List of Figures.............................................................................
ISSUED: December 22, 2017
REPORT: VB-2749
5-i
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
5-ii
ISSUED: December 22, 2017
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
5.1 General
All of the required (FAA regulations) and complementary performance
information applicable to the ARCHER III is provided by this section.
Performance information associated with those optional systems and
equipment which require handbook supplements is provided by Section 9
(Supplements).
5.3 Performance and Flight Planning
The performance information presented in this section is based on measured
Flight Test Data corrected to I.C.A.O. standard day conditions and analytically
expanded for the various parameters of weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance
for varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the
pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using the performance charts in this section. Each
chart includes its own example to show how it is used.
WARNING
Performance
information
derived
by
extrapolation beyond the limits shown on the
charts should not be used for flight planning
purposes.
ISSUED: December 22, 2017
REPORT: VB-2749
5-1
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
5-2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
5.5 Flight Planning Example
(a) Aircraft Loading
The first step in planning the flight is to calculate the airplane
weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as certified at the factory
has been entered in Figure 6-5. If any alterations to the airplane have
been made effecting weight and balance, reference to the aircraft
logbook and Weight and Balance Record (Figure 6-7) should be made
to determine the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-11)
and the C.G. Range and Weight graph (Figure 6-15) to determine the
total weight of the airplane and the center of gravity position.
After proper utilization of the information provided, the
following weights have been determined for consideration in the
flight planning example.
The landing weight cannot be determined until the weight of the
fuel to be used has been established [refer to item (g)(1)].
(1)
(2)
(3)
(4)
(5)
(6)
Empty Weight
Occupants (2 x 170 lbs.)
Baggage and Cargo
Fuel (6 lb./gal. x 48)
Takeoff Weight
Landing Weight
(a)(5) minus (g)(1), (2388 lbs.
minus 160.2 lbs.)
1400 lbs.
340 lbs.
360 lbs.
288 lbs.
2388 lbs.
2227.8 lbs.
The takeoff weight is below the maximum of 2550 lbs. and
the weight and balance calculations have determined that the C.G.
position is within the approved limits.
ISSUED: December 22, 2017
REPORT: VB-2749
5-3
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
5.5 FLIGHT PLANNING EXAMPLE (continued)
(b) Takeoff and Landing
After determining the aircraft loading, all aspects of takeoff and
landing must be considered.
Conditions of the departure and destination airport must be
acquired, evaluated and maintained throughout the flight.
Apply the departure airport conditions and takeoff weight to
the appropriate Takeoff Performance graph (Figure 5-7 or 5-9) to
determine the barrier distance or (Figure 5-11 or 5-13) to determine
the length of runway necessary for the takeoff.
The landing distance calculations are performed in the same
manner using the existing conditions at the destination airport and,
when established, the landing weight.
The conditions and calculations for the example flight are listed
below. The takeoff and landing distances required for the example
flight have fallen well below the available runway lengths.
(1)
(2)
(3)
(4)
(5)
Pressure Altitude
Temperature
Wind Component (Headwind)
Runway Length Available
Runway Required
Departure
Airport
Destination
Airport
2000 ft.
23°C
8 Kt.
7000 ft.
1073 ft.*
2500 ft.
21°C
5 Kt.
4500 ft.
820 ft.**
NOTE
The remainder of the performance charts used
in this flight plan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilot when computing climb,
cruise and descent performance.
*reference Figure 5-11 or 5-13
**reference Figure 5-43
REPORT: VB-2749
5-4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
(c) Climb
The next step in the flight plan is to determine the necessary
climb segment components.
The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be considered
in determining the climb components from the Time, Distance and
Fuel to Climb graph (Figure 5-17). After the time, distance and fuel
for the cruise pressure altitude and outside air temperature values
have been established, apply the existing conditions at the departure
field to the graph (Figure 5-17). Now, subtract the values obtained
from the graph for the field of departure condi- tions from those for
the cruise pressure altitude.
The remaining values are the true fuel, distance and time
components for the climb segment of the flight plan corrected for
field pressure altitude and temperature.
The following values were determined from the above
instructions in the flight planning example.
(1) Cruise Pressure Altitude
6000 ft.
(2) Cruise OAT
15°C
(3) Time to Climb (12 min. minus 3 min.)
9 min.*
(4) Distance to Climb
(17 naut. miles minus 5 naut. miles)
12 naut. miles*
(5) Fuel to Climb (4 gal. minus 2 gal.)
2 gal. *
*reference Figure 5-17
ISSUED: December 22, 2017
REPORT: VB-2749
5-5
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
5.5 FLIGHT PLANNING EXAMPLE (continued)
(d) Descent
The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise distance.
Utilizing the cruise pressure altitude and OAT, determine the
basic time, distance and fuel for descent (Figure 5-37). These figures
must be adjusted for the field pressure altitude and temperature at
the destination airport. To find the necessary adjustment values,
use the existing pressure altitude and temperature conditions at the
destination airport as variables to find the time, distance and fuel
values from the graph (Figure 5-37).
Now, subtract the values obtained from the field conditions from
the values obtained from the cruise conditions to find the true time,
distance and fuel values needed for the flight plan.
The values obtained by proper utilization of the graphs for the
descent segment of the example are shown below.
(1) Time to Descend
(16 min. minus 6 min.)
10 min.*
(2) Distance to Descend
(33 naut. miles minus 13 naut. miles)
20 naut. miles*
(3) Fuel to Descend
(3.2 gal. minus 1.3 gal.)
1.9 gal. *
*reference Figure 5-31
REPORT: VB-2749
5-6
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
(e) Cruise
Using the total distance to be traveled during the flight, subtract
the previously calculated distance to climb and distance to descend to
establish the total cruise distance. Refer to the appropriate Lycoming
Operator’s Manual when selecting the cruise power setting. The
established pressure altitude and temperature values and the selected
cruise power should now be utilized to determine the true airspeed
from the appropriate Speed Power graph (Figure 5-21, 5-23, 5-25 and
5-27).
Calculate the cruise fuel flow for the cruise power setting from
the information provided by the Lycoming Operator’s Manual.
The cruise time is found by dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise fuel
flow by the cruise time.
The cruise calculations established for the cruise segment of the
flight planning example are as follows:
(1) Total Distance
314 naut. miles
(2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2),
(314 nm minus 12 nm minus 20 nm)
282 naut. miles
(3) Cruise Power
65%
(4) Cruise Speed
117 Kts.*
(5) Cruise Fuel Consumption
9.5 gal./hr.
(6) Cruise Time
(e)(2) divided by (e)(4),
(282 nm divided by 117 kts)
2.4 hrs.
(7) Cruise Fuel
(e)(5) multiplied by (e)(6),
(9.5 gal./hr multiplied by 2.4 hrs)
22.8 gal.
*reference Figure 5-23
ISSUED: December 22, 2017
REPORT: VB-2749
5-7
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
5.5 FLIGHT PLANNING EXAMPLE (continued)
(f) Total Flight Time
The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time values
taken from the climb and descent graphs are in minutes and must
be converted to hours before adding them to the cruise time.
The following flight time is required for the flight planning
example.
(1) Total Flight Time
(c)(3) plus (d)(1) plus (e)(6),
(.15 hr plus .17 hr plus 2.4 hrs)
2.7 hrs
(g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb,
the fuel to descend and the cruise fuel. When the total fuel (in
gallons) is determined, multiply this value by 6 lb./gal. to determine
the total fuel weight used for the flight.
The total fuel calculations for the example flight plan are
shown below.
(1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7),
(2 gal. plus 1.9 gal. plus 22.8 gal.)
26.7 gal.
(26.7 gal. multiplied by 6 lb./gal.)
160.2 lbs
REPORT: VB-2749
5-8
ISSUED: December 22, 2017
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
5.7 Performance Graphs
List of Figures
Figure
No.
5-1
5-3
5-5
5-7
5-9
5-11
5-13
5-15
5-17
5-19
5-21
5-23
5-25
5-27
5-29
5-31
5-33
5-35
5-37
5-39
5-41
5-43
Page
No.
Temperature Conversion ...........................................................
Airspeed System Calibration......................................................
Stall Speeds................................................................................
Flaps Up Takeoff Performance..................................................
25° Flaps Takeoff Performance.................................................
Flaps Up Takeoff Ground Roll..................................................
25° Flaps Takeoff Ground Roll..................................................
Climb Performance.....................................................................
Time, Distance and Fuel to Climb.............................................
Engine Performance...................................................................
Engine/Cruise Performance (55%).............................................
Engine/Cruise Performance (65%).............................................
Engine/Cruise Performance (75%).............................................
Speed Power...............................................................................
Range (No reserve).....................................................................
Range (45 min. reserve).............................................................
Endurance (No reserve) .............................................................
Endurance (45 min. reserve).......................................................
Time, Distance and Fuel to Descend..........................................
Glide Range................................................................................
Landing Performance.................................................................
Landing Ground Roll..................................................................
ISSUED: December 22, 2017
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-25
5-26
5-27
5-28
5-29
5-30
5-31
5-32
5-33
REPORT: VB-2749
5-9
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
5-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
Temperature Conversion
Figure 5-1
ISSUED: December 22, 2017
REPORT: VB-2749
5-11
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
INDICATED AIRSPEED KIAS
(ZERO INSTRUMENT ERROR)
Airspeed System Calibration
Figure 5-3
REPORT: VB-2749
5-12
ISSUED: December 22, 2017
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Stall Speeds
Figure 5-5
ISSUED: December 22, 2017
REPORT: VB-2749
5-13
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Flaps Up Takeoff Performance
Figure 5-7
REPORT: VB-2749
5-14
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
25° Flaps Takeoff Performance
Figure 5-9
ISSUED: December 22, 2017
REPORT: VB-2749
5-15
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Flaps Up Takeoff Ground Roll
Figure 5-11
REPORT: VB-2749
5-16
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
25° Flaps Takeoff Ground Roll
Figure 5-13
ISSUED: December 22, 2017
REPORT: VB-2749
5-17
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Climb Performance
Figure 5-15
REPORT: VB-2749
5-18
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
Time, Distance and Fuel to Climb
Figure 5-17
ISSUED: December 22, 2017
REPORT: VB-2749
5-19
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Engine Performance
Figure 5-19
REPORT: VB-2749
5-20
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
Engine / Cruise Performance for Non-ISA OAT*
RPM for Constant 55% Power
Fuel Flow: Best Economy Mixture, 8.2 GPH
Pressure
Indicated Outside Air Temperature
Altitude
Feet
°C
°C
°F
Engine
Speed
RPM
True Air
Speed
Knots **
Sea Level
ISA-15
0
32
2245
105
ISA
15
59
2265
ISA +10
25
77
2275
ISA +20
35
95
2285
ISA +30
45
113
2295
106
2000
ISA -15
-4
25
2265
106
ISA
11
52
2280
ISA +10
21
70
2295
ISA +20
31
88
2305
ISA +30
41
106
2315
107
4000
ISA -15
-8
18
2285
106
ISA
7
45
2300
ISA +10
17
63
2315
ISA +20
27
81
2325
ISA +30
37
99
2335
108
6000
ISA -15
-12
10
2305
107
ISA
3
37
2320
ISA +10
13
55
2330
ISA +20
23
73
2345
ISA +30
33
91
2355
108
8000
ISA -15
-16
3
2320
107
ISA
-1
30
2340
ISA +10
9
48
2350
ISA +17.5
16.5
62
2360
108
9000
ISA -15
-18
0
2330
107
ISA
-3
27
2350
ISA +8.5
5.5
42
2360
108
10000
ISA - 15
-20
-4
2340
107
ISA
-5
23
2360
108
NOTE: * Aircraft weight 2550 Lbs., Wheel pants and strut fairings installed
** Subtract 3 KTAS if wheel pants are removed.
Engine/Cruise Performance (55%)
Figure 5-21
ISSUED: December 22, 2017
REPORT: VB-2749
5-21
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Engine / Cruise Performance for Non-ISA OAT*
RPM for Constant 65% Power
Fuel Flow: Best Economy Mixture, 9.5 GPH
Pressure
Indicated Outside Air Temperature
Altitude
Feet
°C
°C
°F
Engine
Speed
RPM
True Air
Speed
Knots **
Sea Level
ISA-15
0
32
2385
113
ISA
15
59
2405
ISA +10
25
77
2415
ISA +20
35
95
2430
ISA +30
45
113
2440
116
2000
ISA -15
-4
25
2405
114
ISA
11
52
2425
ISA +10
21
70
2440
ISA +20
31
88
2450
ISA +30
41
106
2465
117
4000
ISA -15
-8
18
2430
115
ISA
7
45
2450
ISA +10
17
63
2460
ISA +20
27
81
2475
ISA +30
37
99
2485
118
6000
ISA -15
-12
10
2450
116
ISA
3
37
2470
ISA +10
13
55
2485
ISA +20
23
73
2495
ISA +30
33
91
2510
119
8000
ISA -15
-16
3
2475
117
ISA
-1
30
2495
ISA +10
9
48
2505
ISA +17.5
16.5
62
2515
119
9000
ISA -15
-18
0
2485
117
ISA
-3
27
2505
ISA +8.5
5.5
42
2515
119
10000
ISA -15
-20
-4
2495
118
ISA
-5
23
2515
119
NOTE: * Aircraft weight 2550 Lbs., Wheel pants and strut fairings installed
** Subtract 3 KTAS if wheel pants are removed.
Engine/Cruise Performance (65%)
Figure 5-23
REPORT: VB-2749
5-22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
Engine / Cruise Performance for Non-ISA OAT*
RPM for Constant 75% Power
Fuel Flow: Best Economy Mixture, 11.0 GPH
Pressure
Indicated Outside Air Temperature
Altitude
Feet
°C
°C
°F
Sea Level
ISA-15
0
32
ISA
15
59
ISA +10
25
77
ISA +20
35
95
ISA +30
45
113
2000
ISA -15
-4
25
ISA
11
52
ISA +10
21
70
ISA +20
31
88
ISA +30
41
106
3000
ISA -15
-6
21
ISA
9
48
ISA +10
19
66
ISA +20
29
84
ISA +30
39
102
4000
ISA -15
-8
18
ISA
7
45
ISA +10
17
63
ISA +20
27
81
ISA +30
37
99
5000
ISA -15
-10
14
ISA
5
41
ISA +10
15
59
ISA +20
25
77
ISA +25
30
86
6000
ISA -15
-12
10
ISA
3
37
ISA +10
13
55
ISA +15
18
64
7000
ISA -15
-14
6.8
ISA
1
34
ISA +7.5
8.5
47
Engine
Speed
RPM
2485
2515
2535
2550
2565
2520
2545
2565
2580
2600
2535
2560
2580
2595
2615
2550
2575
2595
2610
2630
2565
2590
2610
2625
2635
2580
2605
2625
2635
2595
2625
2635
True Air
Speed
Knots **
119
124
121
126
122
127
123
128
124
128
125
128
126
128
NOTE: * Aircraft weight 2550 Lbs., Wheel pants and strut fairings installed
** Subtract 3 KTAS if wheel pants are removed.
Engine/Cruise Performance (75%)
Figure 5-25
ISSUED: December 22, 2017
REPORT: VB-2749
5-23
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
5-24
ISSUED: December 22, 2017
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Speed Power
Figure 5-27
ISSUED: December 22, 2017
REPORT: VB-2749
5-25
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Range (No Reserve)
Figure 5-29
REPORT: VB-2749
5-26
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
Range (45 Min. Reserve)
Figure 5-31
ISSUED: December 22, 2017
REPORT: VB-2749
5-27
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Endurance (No Reserve)
Figure 5-33
REPORT: VB-2749
5-28
ISSUED: December 22, 2017
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Endurance (45 Min. Reserve)
Figure 5-35
ISSUED: December 22, 2017
REPORT: VB-2749
5-29
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Time, Distance and Fuel to Descend
Figure 5-37
REPORT: VB-2749
5-30
ISSUED: December 22, 2017
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Glide Range
Figure 5-39
ISSUED: December 22, 2017
REPORT: VB-2749
5-31
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
Landing Performance
Figure 5-41
REPORT: VB-2749
5-32
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 5
PERFORMANCE
Landing Ground Roll
Figure 5-43
ISSUED: December 22, 2017
REPORT: VB-2749
5-33
SECTION 5
PERFORMANCE
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
5-34
ISSUED: December 22, 2017
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph
No.
Page
No.
6.1General.....................................................................................
6.3 Airplane Weighing Procedure..................................................
6.5 Weight and Balance Data and Record.....................................
6.7 Weight and Balance Determination for Flight.........................
6-1
6-2
6-5
6-9
Equipment List................................................................. Supplied with
aircraft paperwork.
ISSUED: December 22, 2017
REPORT: VB-2749
6-i
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
6-ii
ISSUED: December 22, 2017
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
SECTION 6
WEIGHT AND BALANCE
6.1 General
In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of gravity
(C.G.) position within the approved operating range (envelope). Although the
airplane offers flexibility of loading, it cannot be flown with the maximum
number of adult passengers, full fuel tanks and maximum baggage. With the
flexibility comes responsibility. The pilot must ensure that the airplane is loaded
within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane
will not take off, climb or cruise as well as a properly loaded one. The heavier
the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the C.G.
is too far forward in any airplane, it may be difficult to rotate for takeoff or
landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff
or tend to pitch up during climb. Longitudinal stability will be reduced. This
can lead to inadvertent stalls and even spins; and spin recovery becomes more
difficult as the center of gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. Before the
airplane is certified, a basic empty weight and C.G. location is computed (basic
empty weight consists of the standard empty weight of the airplane plus the
optional equipment). Using the basic empty weight and C.G. location, the pilot
can easily determine the weight and C.G. position for the loaded airplane by
computing the total weight and moment and then determining whether they are
within the approved envelope.
ISSUED: December 22, 2017
REPORT: VB-2749
6-1
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
6.1 GENERAL (continued)
The basic empty weight and C.G. location are recorded in the Weight and
Balance Data Form (Figure 6-5) and the Weight and Balance Record (Figure
6-7). The current values should always be used. Whenever new equipment is
added or any modification work is done, the mechanic responsible for the work
is required to compute a new basic empty weight and C.G. position and to write
these in the Aircraft Log Book and the Weight and Balance Record. The owner
should make sure that it is done.
A weight and balance calculation is necessary in determining how much
fuel or baggage can be boarded so as to keep within allowable limits. Check
calculations prior to adding fuel to ensure against improper loading.
The following pages are forms used in weighing an airplane in production
and in computing basic empty weight, C.G. position, and useful load. Note that
the useful load includes usable fuel, baggage, cargo and passengers. Following
this is the method for computing takeoff weight and C.G.
6.3 Airplane Weighing Procedure
At the time of licensing, Piper provides each airplane with the basic empty
weight and center of gravity location. This data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can affect
the basic empty weight and center of gravity. The following is a weighing
procedure to determine this basic empty weight and center of gravity location:
(a) Preparation
(1) Be certain that all items checked in the airplane equipment list are
installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as rags
and tools from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining fuel
is drained. Operate engine on each tank until all undrainable fuel
is used and engine stops. Then add the unusable fuel (2.0 gallons
total, 1.0 gallons each wing).
REPORT: VB-2749
6-2
ISSUED: December 22, 2017
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
6.3 AIRPLANE WEIGHING PROCEDURE (continued)
CAUTION
Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run
the engine for a minimum of 3 minutes at 1000
RPM on each tank to ensure no air exists in the
fuel supply lines.
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward
position. Put flaps in the fully retracted position and all control
surfaces in the neutral position. Tow bar should be in the proper
location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors in
scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully
extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to
center bubble on level.
(c) Weighing - Airplane Basic Empty Weight
(1) With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
(Refer to Figure 6-1)
Scale Position and Symbol
Nose Wheel
ScaleNet
Reading
Tare
Weight
(N)
Right Main Wheel (R)
Left Main Wheel
(L)
Basic Empty Weight, as Weighed (T)
WEIGHING FORM
Figure 6-1
ISSUED: December 22, 2017
REPORT: VB-2749
6-3
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
6.3 AIRPLANE WEIGHING PROCEDURE (continued)
(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-28-181 airplane when it
is level. Refer to Leveling paragraph 6.3 (b).
(2) The basic empty weight center of gravity (as weighed including
optional equipment, full oil and unusable fuel) can be determined
by the following formula:
C.G. Arm = N (A) + (R + L) (B)
T
inches
Where: T = N + R + L
LEVELING DIAGRAM
Figure 6-3
REPORT: VB-2749
6-4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 6
WEIGHT AND BALANCE
6.5 Weight and Balance Data and Record
The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as certified at the factory. These figures
apply only to the specific airplane serial number and registration number shown.
The basic empty weight of the airplane as certified at the factory has been
entered in the Weight and Balance Record (Figure 6-7). This form is provided
to present the current status of the airplane basic empty weight and a complete
history of previous modifications. Any change to the permanently installed
equipment or modification which affects weight or moment must be entered in
the Weight and Balance Record.
ISSUED: December 22, 2017
REPORT: VB-2749
6-5
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
MODEL PA-28-181 ARCHER III
Airplane Serial Number______________________
Registration Number_________________________
Date______________________________________
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft = Moment
(Lbs)
of Datum)
(In-Lbs)
Item
Actual
Standard Empty Weight* Computed
Optional Equipment
Basic Empty Weight
*The standard empty weight includes full oil capacity and 2.0 gallons of unusable fuel.
AIRPLANE USEFUL LOAD
(Ramp Weight) - (Basic Empty Weight) = Useful Load
Normal Category (2558 lbs) - (
lbs) =
lbs.
Utility Category
lbs) =
lbs.
(2138 lbs) - (
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE
FOR THE AIRPLANE AS CERTIFIED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM
Figure 6-5
REPORT: VB-2749
6-6
ISSUED: December 22, 2017
Date
Item No.
As licensed
Description of Article
or Modification
PA -2 8- 18 1 Serial Number
Wt.
(Lb.)
Arm
(In.)
Moment
/100
Weight Change
Registration Number
Wt.
(Lb.)
Moment
/100
Running Basic
Empty Weight
Page Number
PA-28-181, ARCHER III
ISSUED: December 22, 2017
SECTION 6
WEIGHT AND BALANCE
WEIGHT AND BALANCE RECORD
Figure 6-7
REPORT: VB-2749
6-7
Added (+)
Removed (-)
Date
Item No.
Description of Article
or Modification
PA- 2 8 - 1 8 1 Serial Number
Wt.
(Lb.)
Arm
(In.)
Moment
/100
Weight Change
Registration Number
Wt.
(Lb.)
Moment
/100
Running Basic
Empty Weight
Page Number
SECTION 6
WEIGHT AND BALANCE
REPORT: VB-2749
6-8
PA-28-181, ARCHER III
WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont)
ISSUED: December 22, 2017
Added (+)
Removed (-)
PA-28-181, ARCHER III
SECTION 6
WEIGHT AND BALANCE
6.7 Weight and Balance Determination for Flight
(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all
items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight
moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.
Arm Aft
Weight
Datum
Moment
(Lbs)
(Inches)
(In-Lbs)
Basic Empty Weight
1590.0
87.5
139125
Pilot and Front Passenger
340.0
80.5
27370
Passengers (Rear Seats)*
340.0
118.1
40154
Fuel (48 Gallon Maximum)
288.0
95.0
27360
Baggage (200 Lbs. Maximum)*
142.8
Ramp Weight (2558 Lbs. Normal,
2138 Lbs. Utility Maximum)
2558
91.5
234009
Fuel Allowance
For Engine Start, Taxi and Run Up
-8
95.0
-760
Takeoff Weight (2550 Lbs. Normal,
2130 Lbs. Utility Maximum)
2550.0
91.5
233249
The center of gravity (C.G.) of this sample loading problem is at 91.5 inches
aft of the datum line. Locate this point (91.5) on the C.G. range and weight
graph. Since this point falls within the weight - C.G. envelope, this loading
meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER
TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY.
*Utility Category Operation - No baggage or rear passengers allowed.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)
Figure 6-9
ISSUED: December 22, 2017
REPORT: VB-2749
6-9
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
Weight
(Lbs)
Arm Aft
Datum
(Inches)
Moment
(In-Lbs)
Basic Empty Weight
Pilot and Front Passenger
80.5
Passengers (Rear Seats)*
118.1
Fuel (48 Gallon Maximum)
95.0
Baggage (200 Lbs. Maximum)*
142.8
Ramp Weight (2558 Lbs. Normal,
2138 Lbs. Utility Maximum)
Fuel Allowance
For Engine Start, Taxi and Run Up
-8
95.0
-760
Takeoff Weight (2550 Lbs. Normal,
2130 Lbs. Utility Maximum)
Totals must be within approved weight and C.G. limits. It is the responsibility
of the airplane owner and the pilot to ensure that the airplane is loaded properly.
The Basic Empty Weight C.G. is noted on the Weight and Balance Data Form
(Figure 6-5). If the airplane has been altered, refer to the Weight and Balance
Record for this information.
*Utility Category Operation - No baggage or rear passengers allowed.
WEIGHT AND BALANCE LOADING FORM
Figure 6-11
REPORT: VB-2749
6-10
ISSUED: December 22, 2017
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
LOADING GRAPH
Figure 6-13
ISSUED: December 22, 2017
REPORT: VB-2749
6-11
SECTION 6
WEIGHT AND BALANCE
PA-28-181, ARCHER III
C.G. RANGE AND WEIGHT
Figure 6-15
REPORT: VB-2749
6-12
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Paragraph
No.
Page
No.
7.1 The Airplane.................................................................................
7.3 Airframe.......................................................................................
7.5 Engine and Propeller....................................................................
7.7 Induction System..........................................................................
7.9 Engine Controls............................................................................
7.11 Flight Controls..............................................................................
7.13 Landing Gear................................................................................
7.15 Garmin G1000 Avionics System.................................................
Primary Flight Display.............................................................
Multi-Function Display............................................................
Autopilot (Optional).................................................................
Audio Panel..............................................................................
GTX 335R Transponder (Extended Squitter)..........................
GTX 345R Transponder (Option)............................................
7.17 Standby Instrument .......................................................................
7.19 Fuel System..................................................................................
7.21 Electrical System..........................................................................
7.23 Instrument Panel...........................................................................
7.25 Pitot-Static System.......................................................................
7.27 Heating and Ventilating System...................................................
7.29 Cabin Features..............................................................................
7.31 Baggage Area...............................................................................
7.33 Stall Warning ...............................................................................
7.35 Finish............................................................................................
7.37 External Power.............................................................................
7.39 Emergency Locator Transmitter...................................................
7.41 Flap Position Sensor (Optional)...................................................
7-1
7-1
7-1
7-2
7-2
7-5
7-7
7-8
7-9
7-13
7-38
7-43
7-44
7-44
7-45
7-46
7-49
7-53
7-58
7-61
7-61
7-62
7-63
7-63
7-63
7-63
7-65
ISSUED: December 22, 2017
REPORT: VB-2749
7-i
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
7-ii
ISSUED: December 22, 2017
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
7.1 The Airplane
The PA-28-181 ARCHER III is a single-engine, low-wing monoplane of
all metal construction. It has four-place seating, two hundred pound baggage
capacity, and a 180 horsepower engine.
7.3 Airframe
The basic airframe, except for a tubular steel engine mount, steel landing gear
struts, and other miscellaneous steel parts, is of aluminum alloy construction. The
wing tips, the cowling, the tail surfaces - are of fiberglass or ABS thermoplastic.
Aerobatics are prohibited in this airplane since the structure is not designed for
aerobatic loads.
The semi-tapered wings have a laminar flow type NACA 652-415 airfoil.
The wings are attached to each side of the fuselage by insertion of the butt ends
of the respective main spars into a spar box carry-through which is an integral
part of the fuselage structure, providing, in effect, a continuous main spar with
splices at each side of the fuselage. There are also fore and aft attachments at the
rear spar and at an auxiliary front spar.
7.5 Engine and Propeller
The ARCHER III is powered by a four-cylinder, direct drive, horizontally
opposed fuel injected engine rated at 180 horsepower at 2700 rpm. It is furnished
with a starter, 70 ampere 28-volt alternator, shielded ignition wires, a fuel pump,
and a dry, automotive type induction air filter.
The exhaust system is made entirely from stainless steel and is equipped
with a single dual muffler. A heater shroud around the muffler is provided to
supply heat for the cabin and windshield defrosting.
The fixed-pitch propeller is made from a one-piece alloy forging.
ISSUED: December 22, 2017
REPORT: VB-2749
7-1
SECTION 7
DESCRIPTION & OPERATION
7.7
PA-28-181, ARCHER III
Induction System
The induction system incorporates an Avstar RSA-5AD1 type fuel injector.
The injector is based on the principle of differential pressure, which balances
air pressure against fuel pressure. The regulated fuel pressure established by the
servo valve when applied across a fuel control (jetting system) makes the fuel
flow proportional to airflow. Fuel pressure regulation by the servo valve causes a
minimal drop in fuel pressure throughout the metering system. Metering pressure
is maintained above most vapor forming conditions while fuel inlet pressure is
low enough to allow use of a diaphragm pump. The servo system feature also
checks vapor lock and associated starting problems.
The servo regulation meters fuel flow proportionally with airflow and
maintains the mixture as manually set for all engine speeds. The fuel flow divider
receives metered fuel and distributes fuel to each cylinder fuel nozzle.
The induction airbox assembly contains a valve that can open and allow
airflow into the engine in the event of blockage of the primary induction air
source. The air provided through the alternate air source is heated, which will
also provide induction system icing protection. As this alternate air source is not
filtered, the primary air source should always be used for takeoff.
Control of the alternate air valve is through a lever located to the right of the
engine control lever quadrant.
The pilot should read and follow the procedures recommended in the
Lycoming Operator’s Manual for this engine, in order to obtain maximum engine
efficiency and time between engine overhauls.
7.9 Engine Controls
Engine controls consist of a throttle control and a mixture control lever.
These controls are located on the control quadrant on the lower center of the
instrument panel (Figure 7-1) accessible by the pilot and the copilot. The control
cables are teflon-lined to reduce friction and binding.
The throttle lever is used to adjust engine RPM. The mixture control lever
is used to adjust the air to fuel ratio. The engine is shut down by the placing the
mixture control lever in the full lean position. See Section 4 of this handbook for
proper leaning procedure.
REPORT: VB-2749
7-2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
CONTROL QUADRANT AND CONSOLE
Figure 7-1
ISSUED: December 22, 2017
REPORT: VB-2749
7-3
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.9 ENGINE CONTROLS (continued)
The friction on the throttle and mixture controls can be adjusted by using the
friction adjustment lever on the right side of the control quadrant.
An alternate air control is located on the instrument panel right of the control
quadrant. The control displays two positions: Open (down), Closed (up).
REPORT: VB-2749
7-4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.11 Flight Controls
Dual controls are provided as standard equipment, with a cable system used
between the controls and the surfaces. The horizontal tail (stabilator) is of the allmovable slab type with a trim tab mounted on the trailing edge of the stabilator
to reduce the control system forces. This tab is actuated by a control wheel on
the floor between the front seats (Figure 7-2).
A rudder trim adjustment is mounted on the right side of the pedestal below
the throttle quadrant and permits directional trim as needed in flight (refer to
Figure 7-1).
The flaps are manually operated and spring-loaded to return to the up
position. A past-center lock incorporated in the actuating linkage holds the flap
when it is in the up position so that it may be used as a step on the right side.
The flap will only support a step load in the full up position. The flaps have three
extended positions, 10, 25 and 40 degrees.
FLIGHT CONTROL CONSOLE
Figure 7-2
ISSUED: December 22, 2017
REPORT: VB-2749
7-5
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
MAIN WHEEL ASSEMBLY
Figure 7-3
(Wheel fairing removed for clarity.)
REPORT: VB-2749
7-6
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.13 LANDING GEAR
Three landing gear use Parker 6.00 x 6 wheels. Each main gear are equipped
with a single hydraulically operated external caliper & disc brake assembly. All
three wheels use 6.00 x 6, four-ply rating, Type III tires with tubes.
A spring device is incorporated in the rudder pedal torque tube assembly
to provide rudder trim. By using the rudder pedals and brakes, the nose gear is
steerable through a 20 degree arc each side of center. A shimmy dampener is also
included in the nose gear.
The three struts are of the air-oil type, with a normal extension of 3.25
inches for the nose gear and 4.50 inches for the main gear.
The brake system consists of dual toe brakes attached to the rudder pedals
and a hand brake lever located below, behind, and to the left of the throttle
quadrant. The toe and hand brakes have their own master brake cylinders, but
they share a common reservoir. The brake fluid reservoir is installed on the
top left front face of the firewall. The parking brake is incorporated in to the
hand lever master cylinder and is actuated by pulling back on the brake lever,
depressing the knob attached to the left side of the handle, and releasing the hand
brake lever. To release the parking brake, pull back on the hand brake lever to
disengage the catch mechanism and allow the handle to swing forward (refer to
Figure 7-1).
ISSUED: December 22, 2017
REPORT: VB-2749
7-7
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.15 GARMIN G1000 AVIONICS SYSTEM
NOTE
The latest appropriate revision of the Garmin
G1000 Cockpit Reference Guide for the Piper
PA-28-181 Archer (Garmin P/N 190-02131-02),
and the Garmin G1000 Pilot’s Guide for the Piper
PA-28-181 Archer (Garmin P/N 190-02130-02),
contain operational information and detailed
descriptions of the Garmin G1000 avionics system,
the annunciator system (CAS and Non-CAS) and
all warnings, cautions and advisories.
The Garmin G1000 Integrated Avionics System consists of a Primary
Flight Display (PFD), Multi-Function Display (MFD), Audio Panel, Air
Data / Attitude and Heading Reference System (ADAHRS), and the sensors
and computers to process flight and engine information for display to the
pilot. The system contains dual GPS WAAS receivers, dual VOR/ILS
receivers, dual VHF communications transceivers, a transponder, and an
integrated crew alerting system (CAS) to alert the pilot via status /advisory
messages, caution messages and warning messages. The G1000 system also
provides system messages which alert the pilot to abnormalities associated
with the G1000 system. The G1000 system also has a terrain proximity system,
Traffic Information Service (TIS) and FliteCharts. Optional avionics equipment
include ADF, DME, Class B TAWS, Automatic Dependent SurveillanceBroadcast (ADS-B out), Traffic Advisory System (TAS), Jeppesen ChartView,
System 55X autopilot, Synthetic Vision, AOPA Facilities Directory, and the
Garmin Datalink (GDL) for XM weather.
REPORT: VB-2749
7-8
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.15 GARMIN G1000 AVIONICS SYSTEM (continued)
Primary Flight Display
The Primary Flight Display (PFD) displays airspeed, attitude, altitude, and
heading information in a traditional format. Slip information is shown as a
trapezoid under the bank pointer. One width of the trapezoid is equal to a one
ball width slip. Rate of turn information is shown on the scale above the rotating
compass card; a standard rate turn is accomplished when the turn rate trend
vector stops at the second tick mark (standard rate tick mark). OAT information
is presented in the lower left corner of the PFD. The measured value of OAT
is adjusted for probe recovery factor and ram air effects to indicate static air
temperature.
The primary function of the PFD is to provide attitude and heading data from the
Air Data Attitude and Heading Reference System, and navigation and alerting
information. The PFD may also be used for flight planning and increased
situational awareness via the Synthetic Vision and Pathways.
The following controls are available on the PFD (clockwise from top right):
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Communications frequency volume and squelch knob
Communications frequency transfer button
Communications frequency set knobs
Altimeter (BARO) setting knob (large knob)
Course knob (small knob)
Map range knob and cursor control
FMS control buttons and knob
Flight planning buttons
PFD softkey buttons
Altitude reference set knob
Heading bug control
Navigation frequency set knobs
Navigation frequency transfer button
Navigation frequency volume and Identifier knob
The primary function of the VHF Communication portion of the G1000 is to
enable external radio communication. The primary function of the VOR/ILS
Receiver portion of the equipment is to receive VOR, Localizer, and Glide Slope
signals. The primary function of the GPS portion of the system is to acquire
signals from the GPS and WAAS satellites and process this information in
ISSUED: December 22, 2017
REPORT: VB-2749
7-9
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Primary Flight Display (continued)
real-time to obtain the user’s position, velocity, and time. This GPS WAAS is
certified under TSO C146a and therefore is qualified as a primary navigation
system. The PFD also displays autopilot status and mode annunciation, at the
top, center of the display.
Air Data Attitude and Heading Reference System (ADAHRS)
The Air Data Attitude and Heading Reference System (ADAHRS) combines
functions of the Air Data Computer (ADC) and the Attitude and Heading
Reference System (AHRS).
Attitude and Heading Reference System (AHRS)
The AHRS part of the ADAHRS uses GPS, rate sensors, air data, and
magnetic variation to provide pitch and roll attitude, sideslip and heading to
the display system. The AHRS incorporates internal monitors to determine
validity of its parameters. If a parameter is determined invalid by the internal
monitors, a red-x is displayed over the invalid parameter. If the AHRS
becomes invalid, a red-x and amber ATTITUDE FAIL will be displayed on
the attitude display. The course pointer on the HSI will indicate straight up
and the course may be set using the digital window. The AHRS will align
while the aircraft is in motion, but will align quicker if the wings are kept
level during the alignment process.
Air Data Computer (ADC)
The ADC part of the ADAHRS provides airspeed, altitude, vertical speed,
and air temperature to the display system. In addition to the primary
displays, this information is used by the FMS and Traffic systems.
The ADC incorporates internal monitors to determine validity of its
parameters. If a parameter is determined invalid by the internal monitors, a
red-x is displayed over the invalid parameter. If the ADC becomes invalid,
a red-x and amber AIRSPEED FAIL, ALTITUDE FAIL, and VERTICAL
SPEED FAIL will be displayed on the appropriate display.
REPORT: VB-2749
7-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Primary Flight Display (continued)
Reversionary Mode - PFD
The PFD will automatically be displayed in a composite format (Reversionary
mode) for emergency use if the MFD display fails. The DISPLAY BACKUP
button on the audio panel should also be pressed. In the composite mode,
the PFD will display the engine parameters typically reserved for the MFD,
including the full crew alerting system and autopilot annunciations. Limited map
functions are available via the inset map.
ISSUED: December 22, 2017
REPORT: VB-2749
7-11
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Synthetic Vision System (SVS) - Optional
The Synthetic Vision System (SVS) is a visual enhancement to the G1000.
Terrain-SVS is displayed on the PFD as a forward-looking depiction of the
topography immediately in front of the aircraft. The depicted imagery is derived
from the aircraft attitude, heading, GPS three-dimensional position, and a
database of terrain, obstacles, and other relevant features. The following SVS
enhancements appear on the PFD:
• Pathways
• Flight Path Marker
• Horizon Heading Marks
• Traffic Display
• Airport Signs
• Runway Display
• Terrain Alerting
• Obstacle Alerting
• Water
• Zero-Pitch Line
Optional Terrain Awareness and Warning System - Class B (TAWS-B) or
standard Terrain-SVS information is integrated within SVS to provide visual and
audible alerts of terrain threats relative to the projected flight path. In addition
to the standard TAWS or Terrain-SVS alerts, Terrain-SVS offers a threedimensional view of terrain and obstacles. Terrain and/or obstacles that pose a
threat to the aircraft in flight are shaded yellow or red. SVS is activated from the
PFD using the softkey located along the bottom edge of the display. Pressing
the softkeys turn the related function on or off. SVS functions are displayed on
three levels of softkeys. The PFD softkey leads into the PFD function softkeys,
including synthetic vision. Pressing the SYN VIS soft key enables synthetic
vision and displays the PATHWAY, SYN TERR, HRZN HDG, and APTSIGNS
softkeys. The BACK softkey returns to the previous level of softkeys. The SYN
TERR softkey must be active (grey with black characters) before any other SVS
feature may be activated.
REPORT: VB-2749
7-12
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display
The Multi-Function Display (MFD) is located in the center of the instrument
panel. The primary functions of the MFD include the display of:
• Engine parameters
• Aircraft system parameters
• Dedicated map pages for:
• Navigation Map
• Traffic Map
• Weather Datalink
• TAWS-B
In addition to map functions, the MFD incorporates features for waypoint
information, auxiliary information, flight plan information, and nearest
information. These features are selected by use of the large FMS knob on
the MFD. The selection options disappear after 10-seconds of inactivity and
reappear by activating the large FMS knob.
Along the left side of the MFD is an Engine Indicating System (EIS) window
that displays engine parameters, electrical system parameters, and fuel quantity.
The Engine Indicating System (EIS) window is displayed at all times, regardless
of the page selection.
The MFD also incorporates a dedicated Engine Indicating System (EIS) page as
shown in Figure 7-4. Some of the parameters that normally appear in the EIS
window now appear in different locations on the EIS page.
ISSUED: December 22, 2017
REPORT: VB-2749
7-13
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
EIS PAGE (TYPICAL)
Figure 7-4
REPORT: VB-2749
7-14
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Crew Alerting System (CAS) Messages
The Crew Alerting System (CAS) consists of a Master Warning and Caution
softkey on the lower right side of the PFD operating in conjunction with CAS
text messages. CAS text messages appear in the lower right area of the PFD
during normal and reversionary mode operations. The severity of CAS messages
are categorized as Warning, Caution and Advisory as follows:
Red Warning Messages
Warning messages consist of a flashing red Master WARNING softkey and
a flashing (inversely red on white) CAS Warning text message located in
the lower right area of the PFD. Warnings are accompanied by a continuous
triple chime, which can be silenced by pressing (acknowledging) the
Master WARNING softkey on the PFD. When acknowledged, the Master
WARNING softkey will extinguish, the CAS Warning text message will
stop flashing and will revert to normal (red on black) annunciation, and the
aural chime will silence. CAS Warning text messages will persist until the
initiating condition is removed. If the warning was initiated by a parameter
whose indication appears on the Engine Indicating System (EIS) strip of the
MFD, a CAS Warning text message will not be present and that parameter’s
indication will flash until the condition is removed.
ISSUED: December 22, 2017
REPORT: VB-2749
7-15
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Crew Alerting System (CAS) Messages (continued)
Amber Caution Messages
Caution messages consist of a flashing amber Master CAUTION softkey,
and a flashing (inversely black on amber) CAS Caution text message located
in the lower right area of the PFD. Cautions are accompanied by a nonrepeating double aural chime. Caution messages can be acknowledged by
pressing the Master CAUTION softkey on the PFD. When acknowledged,
the Master CAUTION softkey will extinguish, and the CAS Caution text
message will revert to a normal (amber on black) annunciation. CAS
Caution text messages will persist until the initiating condition is removed.
If the Caution was initiated by a parameter whose indication appears on
the Engine Indicating System (EIS) strip of the MFD, a CAS Caution text
message will not be present and that parameter’s indication will remain
steady amber until the condition is removed. The Master Caution indicator
and non-repeating double aural chime will accompany these cautions.
White Advisory Messages
Advisory messages consist of a white text message located in the lower right
area of the PFD. Advisory messages are accompanied by a single chime when
the chime is not a nuisance. Advisory messages are not acknowledgeable.
CAS Advisory Messages persist until the initiating condition is removed.
REPORT: VB-2749
7-16
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Crew Alerting System (CAS) Messages (continued)
Reversionary Mode - MFD
Should the PFD become inoperative, the MFD can be selected into
reversionary mode by pressing the red DISPLAY BACKUP on the audio panel.
The MFD will then show typical PFD information, including the horizon with
airplane symbol, rotating compass card with heading and course deviation,
the pilot selectable data fields, transponder information and G1000 system
messages. Autopilot annunciations will not be available on the MFD in the
reversionary mode configuration. Information retained from the MFD will also
be available, including engine parameters, flight planning information with DTK
and DIS fields, and an inset map with all features except Garmin Datalink.
Navigation
See Section 1.21 for navigation system equipment approvals and Section
2.25 for navigation system limitations.
ISSUED: December 22, 2017
REPORT: VB-2749
7-17
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Traffic Information Service (TIS)
NOTE
If the G1000 system is configured to use the
optional Traffic Advisory System (TAS), TIS will
not be available for use.
Traffic Information Service (TIS) provides a graphic display of traffic advisory
information to the pilot. The G1000 system performs an automatic test of the
TIS system upon power-up. If the TIS power-up test is passed, it will enter
STANDBY mode while on the ground. If the TIS power-up test is failed, a
failure annunciation will be indicated in the center of the Traffic Map page. The
traffic mode of operation is indicated in the upper-left corner of the Traffic Map
page. The TIS will automatically switch to OPERATE mode once the aircraft is
airborne and provide a voice or tone audio output and a graphic display of traffic.
TIS uses the Mode S transponder for the traffic data link and is available only
when the aircraft is within the service volume of a TIS-capable, ground based,
terminal radar site. Updates are available to the pilot in 5-second intervals.
Aircraft without a transponder are invisible to TIS and aircraft without altitude
reporting capability are shown without altitude separation data or climb/descent
indication.
Traffic Map Page
The Traffic Map page, located in the Map Group on the MFD, is selectable
from 2 nm to 12 nm. The G1000 system can display up to eight traffic
targets within a 7.5 nm radius, from 3000 feet below to 3500 feet above the
requesting aircraft. The altitude difference between the requesting aircraft
and other aircraft is displayed above/below the traffic symbol in hundreds
of feet. If the traffic target is above the requesting aircraft, the altitude
separation text appears above the traffic symbol; if below, the altitude
separation text appears below the traffic symbol. An altitude trend up/down
arrow is displayed to the right of the traffic target symbol when the relative
climb or descent speeds are greater than 500 ft/min in either direction. TIS
also provides a vector line showing the direction in which the traffic is
moving, to the nearest 45°.
REPORT: VB-2749
7-18
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Traffic Information Service (TIS) (continued)
Traffic Map Page (Continued)
Traffic is overlaid on the following pages:
•
•
•
•
•
•
Navigation Map Page
Traffic Map Page
Trip Planning Page
Nearest Pages
Active Flight Plan Page
PFD Inset Map
TIS Alerts
Traffic is displayed according to TCAS symbology using four different
symbols:
1. Non-Threat Traffic – An open white diamond with black center that
indicates traffic is beyond a 5 nm range and greater than ±1200 feet from
the requesting aircraft.
2. Traffic Advisory (TA) – A solid yellow circle that indicates that traffic has
met the criteria for a traffic advisory and is considered to be potentially
hazardous. A yellow TRAFFIC annunciation is displayed at the top left
of the attitude indicator on the PFD and an alert is heard in the cockpit,
advising “Traffic”.
3. Traffic Advisory Off Scale - On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside the
range of the map will be displayed at the edge of the scale on the azimuth
of the detected traffic. On the map page the off-scale traffic advisory is
provided in a text box located on the lower left corner of the map.
Traffic information for which TIS is unable to determine the bearing (nonbearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of map pages other than the Traffic Map Page
on which traffic can be displayed.
ISSUED: December 22, 2017
REPORT: VB-2749
7-19
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Traffic Information Service (TIS) (continued)
TIS Alerts (continued)
TIS customization options are available to the pilot by depressing the MENU
key while on the Navigation Map Page, and then selecting “Map Setup” then
“Traffic” Group. TIS traffic may also be displayed on the Navigation Map
page by selecting the MAP softkey and then selecting the TRAFFIC softkey.
NOTE
If the G1000 system is configured to use the
optional Traffic Advisory System (TAS), TIS will
not be available for use.
Traffic Advisory System (TAS) – Optional
The optional Garmin GTS 800 is a Traffic Advisory System (TAS). It
enhances flight crew situational awareness by displaying traffic information
from transponder-equipped aircraft. The system also provides visual and
aural traffic alerts including voice announcements to assist in visually
acquiring traffic.
The GTS 800 provides a system test mode to verify the TAS system is
operating normally. The test takes ten seconds to complete. When the
system test is initiated, a test pattern of traffic symbols appears on the Traffic
Map Page. If the system test passes, the system announces, “TAS System
Test Passed” otherwise the system announces, “TAS System Test Failed.”
When the system test is complete, the traffic system enters Standby Mode.
After power-up, the GTS 800 automatically enters STANDBY Mode
and no traffic depictions or alerts will be given. The GTS 800 must be in
OPERATE Mode for traffic to be displayed and for traffic advisories (TA)
to be issued. The pilot can manually change the system between STANDBY
mode and OPERATE mode at any time via softkeys on the Traffic Map
page. If the pilot does not manually select a mode of operation, the system
will automatically transition from STANDBY to OPERATE 8-seconds
after becoming airborne and transition from OPERATE to STANDBY
24-seconds after landing. TAS aural alerts will be muted when GPS altitude
is less than 400 Ft above ground level (AGL).
REPORT: VB-2749
7-20
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Traffic Advisory System (TAS) – Optional (continued)
Traffic Map Page
The Traffic Map page, located in the Map Group on the MFD, is selectable
from 2 nm to 12 nm. The GTS 800 is capable of tracking up to 45 intruding
aircraft equipped with Mode A or C transponders, and up to 30 intruding
aircraft equipped with Mode S transponders. A maximum of 30 aircraft with
the highest threat potential can be displayed simultaneously over a range of
2 nm to 12 nm at altitudes of 10,000 feet below to 10,000 feet above the
requesting aircraft. No TAS surveillance is provided for aircraft without
operating transponders. The altitude difference between the requesting
aircraft and other aircraft is displayed above/below the traffic symbol in
hundreds of feet. If the traffic target is above the requesting aircraft, the
altitude separation text is preceded by a “+” symbol and appears above the
traffic symbol; if below, the altitude separation text is preceded by a “-”
symbol and appears below the traffic symbol. An altitude trend up/down
arrow is displayed to the right of the traffic target symbol when the relative
climb or descent speeds are greater than 500 ft/min in either direction.
Traffic is overlaid on the following pages:
• Navigation Map Page
• Traffic Map Page
• Trip Planning Page
• Nearest Pages
• Active Flight Plan Page
• PFD Inset Map
• PFD Forward Looking Depiction Area
(when SVS is selected ON)
ISSUED: December 22, 2017
REPORT: VB-2749
7-21
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Traffic Advisory System (TAS) – Optional (continued)
TAS Alerts:
Traffic is displayed according to TCAS symbology using four different
symbols.
1. Non-Threat Traffic – An open white diamond with black center that
indicates traffic is beyond a 6 nm range and greater than ±1200 feet from
the requesting aircraft.
2. Proximity Advisory (PA) - A solid white diamond indicating that the
intruding aircraft is within ± 1,200 feet and 6 nm range, but is still not
considered a TA threat.
3. Traffic Advisory (TA) – A solid yellow circle that indicates that traffic has
met the criteria for a traffic advisory and is considered to be potentially
hazardous. A yellow TRAFFIC annunciation is displayed at the top left
of the attitude indicator on the PFD and an alert is heard in the cockpit,
advising “Traffic”, along with additional voice information about the
bearing, relative altitude, and approximate distance from the intruder that
triggered the TA. For example, the voice alert “Traffic, 11 o’clock, high,
three miles” would indicate that the traffic is in front of and slightly to
the left of the own aircraft, above own altitude, and approximately three
nautical miles away. A TA will be displayed for a minimum of 8 seconds,
even if the condition(s) that triggered the TA are no longer present.
4. Traffic Advisory Off Scale – On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside the
range of the map will be displayed at the edge of the scale on the azimuth
of the detected traffic. On the map page the off-scale traffic advisory is
provided in a text box located on the lower left corner of the map.
Traffic information for which TAS is unable to determine the bearing (nonbearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of maps other than the Traffic Map Page on
which traffic can be displayed.
TAS customization options are available to the pilot by depressing the
MENU key while on the Navigation Map Page, and then selecting “Map
Setup” then “Traffic” Group. TAS traffic may also be displayed on the
Navigation Map by selecting the MAP softkey and then selecting TRAFFIC
softkey.
REPORT: VB-2749
7-22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Terrain Proximity
NOTE
If the G1000 system is configured to use the
optional Terrain Awareness and Warning System
(TAWS), Terrain Proximity will not be available
for use.
G1000 Terrain Proximity is a terrain awareness system that increases situational
awareness and aids in preventing controlled flight into terrain (CFIT). It is similar
to the Terrain Awareness and Warning System (TAWS) but does not comply
with TSO-C151b certification standards. Terrain Proximity does not provide
warning annunciations or voice alerts but it does provide color indications on
map displays when terrain and obstacles are within a certain altitude threshold
from the aircraft. Although the terrain and obstacle color map displays are the
same, TAWS uses a more extensive database and more sophisticated algorithms
to assess aircraft distance from terrain and obstacles. The terrain and obstacles
database may not contain all obstructions, so the information provided should
be used as an aid to situational awareness and should never be used to navigate
or maneuver around terrain.
ISSUED: December 22, 2017
REPORT: VB-2749
7-23
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Terrain Proximity (continued)
GPS altitude, which is derived from satellite position and therefore may differ
from baro-corrected altitude read from the altimeter, is converted to mean sea
level (MSL)-based altitude (GPS-MSL altitude) and is used in conjunction with
GPS position to calculate and predict the aircraft’s flight path in relation to the
surrounding terrain and obstacles, whose altitudes are also referenced to MSL.
System Status:
Terrain Proximity requires the following components to operate properly:
• valid 3-D GPS position
• valid terrain/obstacle database
If Terrain Proximity does not have a valid 3-D GPS position a yellow “No
GPS Position” text will be displayed at the center of the Terrain Proximity
Page and on the PFD inset map if terrain is selected. If there is not a valid
terrain/obstacle database, the system will not display the yellow and red
colors associated with the offending obstacles and terrain.
Operation of Terrain Proximity:
Terrain is displayed on the following pages:
•
•
•
•
•
Navigation Map Page
Terrain Proximity Page
Trip Planning Page
Flight Plan Page
PFD Inset Map
To display terrain data on maps other than the Terrain Proximity page,
select the MAP softkey (select INSET softkey for the PFD inset map) on the
Navigation Map Page and then select the TERRAIN softkey. When Terrain
Proximity is selected on maps other than the Terrain Proximity Page, an
icon to indicate the feature is enabled for display and a legend for Terrain
Proximity colors are shown.
REPORT: VB-2749
7-24
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Terrain Proximity (continued)
Terrain customization options are available by pressing the MENU key
while on the Navigation Map Page, and then selecting “Map Setup” then
“Map” group. Options selected on the Navigation Map page will be used on
other map pages (less the Terrain Proximity Page itself) that display terrain
information. Additional information about obstacles can be displayed by
panning over the display on the map. The panning feature is enabled by
depressing the RANGE knob then pushing the knob in the desired direction
until it is over the obstacle of interest. There is no inhibit function associated
with Terrain Proximity, as there are no aural or visual alerts to inhibit.
Terrain Proximity Page:
The Terrain Proximity Page is specialized to show terrain and obstacle data
in relation to the aircraft’s current altitude, without clutter from the basemap.
Aviation data (airports, VORs, and other NAVAIDs) can be displayed for
reference.
Aircraft orientation on this map is always heading up unless there is no valid
heading. Two views are available relative to the position of the aircraft: the
360° default display and the radar-like ARC (120°) display. Map range is
adjustable with the RANGE Knob from 1 to 200 nm, as indicated by the
map range rings (or arcs).
Operation of Terrain Proximity:
The Terrain Proximity Page is located in the Map Page Group on the MFD.
On all pages that display terrain data, obstacles and terrain are depicted with
the following colors:
• Red - above or within 100 feet below the aircraft altitude.
• Yellow - between 100 feet and 1000 feet below the aircraft altitude.
• Black - more than 1000 feet below the aircraft altitude.
Terrain Proximity Alerts:
Terrain Proximity does not provide warning annunciations or voice alerts
associated with obstacles or terrain.
ISSUED: December 22, 2017
REPORT: VB-2749
7-25
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Terrain Awareness and Warning System (TAWS -B) – Optional
NOTE
If the G1000 system is configured to use the
optional Terrain Awareness and Warning System
(TAWS), Terrain Proximity will not be available
for use.
The Terrain Awareness and Warning System (TAWS-B) is an optional feature
used to increase situational awareness and aid in reducing controlled flight into
terrain (CFIT). TAWS-B provides visual and aural cautions and warning alerts
when terrain and obstacles are within a given altitude threshold from the aircraft.
The displayed alerts and warnings are advisory in nature only. TAWS-B satisfies
TSO-C151b Class B certification requirements whereas the more limited Terrain
Proximity does not.
TAWS-B uses terrain and obstacle information supplied by government sources.
Terrain information is based on terrain elevation information in a database that
may contain inaccuracies. Individual obstructions may be shown if available in
the database. The data undergoes verification by Garmin to confirm accuracy
of the content, per TSO-C151b standards, however, the displayed information
should never be understood as being all-inclusive and data may be inaccurate.
TAWS-B uses information provided from the GPS receiver to provide a horizontal
position and altitude. GPS altitude, derived from satellite measurements, is
converted to the height above geodetic sea level (GSL), which is the height
above mean sea level (MSL) calculated geometrically. GPS position and GSL
altitude is used to generate TAWS-B terrain and obstacle alerts. GSL altitude
accuracy is affected by satellite geometry, but is not subject to variations in
pressure and temperature that normally affect pressure altitude sensors. GSL
altitude does not require local altimeter settings to determine MSL altitude.
System Status:
During G1000 power-up, TAWS-B conducts a self-test of its aural and
visual annunciations. The system test can also be manually initiated by
selecting the TAWS-B Page then depress the MENU key, then select the
“Test TAWS” option. An aural alert “TAWS System Test OK” or “TAWS
System Failure” is issued at test completion, regardless of whether the
test was initiated automatically or manually. TAWS-B System Testing is
disabled when ground speed exceeds 30 knots.
REPORT: VB-2749
7-26
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Terrain Awareness and Warning System (TAWS-B) – Optional (continued)
System Status (continued)
TAWS-B requires the following to operate properly:
• A valid terrain/obstacle/airport terrain database
• A valid 3-D GPS position solution
If a valid 3-D GPS position solution and vertical accuracy requirements are
not attained or the aircraft is out of the database coverage area, a TAWS N/A
annunciation will appear on the TAWS-B Page and the aural annunciation
“TAWS Not Available” is heard. When the GPS signal is re-established and
the aircraft is within the database coverage area, the aural message “TAWS
Available” is heard.
Operation of TAWS-B:
Terrain is displayed on the following pages:
•
•
•
•
•
Navigation Map Page
TAWS Page
Trip Planning Page
Flight Plan Page
PFD Inset Map
To display terrain data on maps other than the TAWS-B Page, select the MAP
softkey (select INSET softkey for the PFD inset map) on the Navigation Map
Page and then select the TERRAIN softkey. When TAWS-B is selected on
maps other than the TAWS-B Page, an icon to indicate the feature is enabled
for display and a legend for TAWS-B terrain colors is shown.
Terrain customization options are available by pressing the MENU key
while on the Navigation Map Page, and then selecting “Map Setup” then
“Map” group. Options selected on the Navigation Map page will be used
on other map pages (less the TAWS-B Page itself) that display terrain
information. Additional information about obstacles can be displayed by
panning over the display on the map. The panning feature is enabled by
depressing the RANGE knob then pushing the knob in the desired direction
until it is over the obstacle of interest.
ISSUED: December 22, 2017
REPORT: VB-2749
7-27
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Terrain Awareness and Warning System (TAWS-B) – Optional (continued)
Operation of TAWS (continued)
To inhibit the aural and visual Premature Descent Alert (PDA) and Forward
Looking Terrain Awareness (FLTA) alerts (RTC, ITI, ROC and IOI), press
the INHIBIT softkey on the TAWS-B Page or depress the MENU key then
select “Inhibit TAWS” or “Enable TAWS” depending on the current state.
In either case, inhibiting and enabling TAWS alerts depends on the status
of the INHIBIT softkey, as the INHIBIT softkey performs both functions.
Use caution when inhibiting TAWS as the system should be enabled when
appropriate. Once TAWS is inhibited, a TAWS INH alert annunciation is
displayed on the TAWS-B page of the MFD and at the upper left corner of
the altitude tape on the PFD.
NOTE
If the TAWS system has failed or the TAWS
alerts are inhibited manually when the Final
Approach Fix is the active waypoint on a GPS
WAAS approach, a LOW ALT annunciation may
appear on the PFD next to the altimeter if the
current aircraft altitude is at least 164 feet below
the prescribed altitude at the Final Approach Fix.
TAWS-B Page:
The TAWS-B Page is located in the Map Page Group on the MFD.
The TAWS Page is specialized to show terrain, obstacle, and potential
impact point data in relation to the aircraft’s current altitude, without clutter
from the base map. Aviation data (airports, VORs, and other NAVAIDs) can
be displayed for reference. If an obstacle and the projected flight path of the
aircraft intersect, the display automatically zooms in to the closest potential
point of impact on the TAWS-B Page.
Aircraft orientation on this map is always heading up unless there is no valid
heading. Two views are available relative to the position of the aircraft; the
360° default display and the radar-like ARC (120°) display. Map range is
adjustable with the RANGE Knob from 1 to 200 nm, as indicated by the
map range rings or arcs.
REPORT: VB-2749
7-28
ISSUED: December 22, 2017
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
MFD Pop-Up Alert
Aural Message
* Response
Technique
PULL-UP
PULL-UP
“Pull Up”
WARNING
Reduced Required
Terrain Clearance
Warning (RTC)
PULL-UP
TERRAIN - PULL-UP
“Terrain, Terrain;
Pull Up, Pull Up”
WARNING
Imminent Terrain
Impact Warning (ITI)
PULL-UP
TERRAIN AHEAD - PULL-UP
“Terrain Ahead, Pull Up;
Terrain Ahead, Pull Up”
WARNING
Reduced Required
Obstacle Clearance
Warning (ROC)
PULL-UP
OBSTACLE - PULL-UP
“Obstacle, Obstacle;
Pull Up, Pull Up”
WARNING
Imminent Obstacle
Impact Warning (IOI)
PULL-UP
OBSTACLE AHEAD - PULL-UP
“Obstacle Ahead, Pull
Up; Obstacle Ahead,
Pull Up”
WARNING
Reduced Required
Terrain Clearance
Caution (RTC)
TERRAIN
CAUTION - TERRAIN
“Caution, Terrain;
Caution, Terrain”
CAUTION
Imminent Terrain
Impact Caution (ITI)
TERRAIN
TERRAIN AHEAD
“Terrain Ahead;
Terrain Ahead”
CAUTION
Reduced Required
Obstacle Clearance
Caution (ROC)
TERRAIN
CAUTION - OBSTACLE
“Caution, Obstacle;
Caution, Obstacle”
CAUTION
Imminent Obstacle
Impact Caution (IOI)
TERRAIN
OBSTACLE AHEAD
“Obstacle Ahead;
Obstacle Ahead”
CAUTION
Premature Descent
Alert Caution (PDA)
TERRAIN
TOO LOW - TERRAIN
“Too Low, Terrain”
CAUTION
Altitude Callout
“500”
None
None
“Five-Hundred”
N/A
Excessive Descent
Rate Caution (EDR)
TERRAIN
SINK RATE
“Sink Rate”
CAUTION
Negative Climb Rate
Caution (NCR)
TERRAIN
DON’T SINK
“Don’t Sink”
CAUTION
Alert Type
PFD/MFD Alert
Annunciation
Excessive Descent
Rate Warning (EDR)
*See associated Response Techniques checklists on following pages.
TAWS-B Alert Types
Table 7-1
ISSUED: December 22, 2017
REPORT: VB-2749
7-29
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Terrain Awareness and Warning System (TAWS-B) – Optional (continued)
TAWS-B Page (continued)
On all pages that display terrain data, the obstacles and terrain are depicted
with the following colors:
• Red - above or within 100 feet below the aircraft altitude.
• Yellow - between 100 feet and 1000 feet below the aircraft altitude.
• Black - more than 1000 feet below the aircraft altitude.
TAWS-B Alerts:
Alerts are issued when flight conditions meet parameters that are set
within TAWS-B software algorithms. TAWS-B alerts typically employ a
CAUTION or a WARNING alert severity level, or both. When an alert is
issued, visual annunciations are displayed on the PFD and MFD and aural
alerts are simultaneously issued. The TAWS-B Alert Annunciation is shown
at the upper left of the Altimeter tape on the PFD and below the Terrain
Legend on the MFD. If the TAWS-B Page is not displayed at the time, a
pop-up alert appears on the MFD. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed page), or
• Press the ENT Key (accesses the TAWS-B Page)
TAWS-B alerts types are shown in Table 7-1.
Response Technique - WARNING:
1. Level the wings while simultaneously adding maximum power.
2. Smoothly pitch up at a rate of 2° to 3° per second towards an initial target
pitch attitude of 15°.
3. Adjust pitch attitude to ensure terrain clearance, while respecting stall
warning. If the flaps are extended, retract flaps to the up position.
4. Continue climb at best angle of climb speed (Vx) until terrain or obstacle
clearance is assured.
• Only vertical maneuvers are recommended unless operating in VMC
or the pilot determines, after using all available information and
instruments, that a turn, in addition to the vertical escape maneuver, is
the safest course of action.
• Pilots are authorized to deviate from their current air traffic control
(ATC) clearance to the extent necessary to comply with a TAWS
warning.
REPORT: VB-2749
7-30
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Terrain Awareness and Warning System (TAWS-B) – Optional (continued)
TAWS-B Alerts (continued)
Response Technique - CAUTION:
1. Take positive corrective action until the alert ceases.
2. Based on analysis of all available instruments and information:
• Stop descending or,
• Initiate a climb and/or,
• Turn as necessary.
ISSUED: December 22, 2017
REPORT: VB-2749
7-31
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Garmin Datalink (GDL) – Optional
SiriusXM Weather services is provided through the optional GDL 69eA,
a remote-mounted data-link satellite receiver. SiriusXM Satellite Weather
services, available by subscription, have coded IDs unique to the installed GDL
69eA. These coded ID’s must be provided to activate service. These IDs are
located on the label on the back of the Data Link Receiver and on the SiriusXM
Information Page on the MFD. SiriusXM uses the coded ID to send an activation
signal that allows the G1000 system to display weather data provided through
the GDL 69eA.
NOTE
Pulling the XM circuit breaker will disable the
Garmin Datalink (GDL), which include SiriusXM
weather.
SiriusXM Weather:
Received graphical weather information and associated text is displayed on
the Multi Function Display (MFD) and the Primary Flight Display (PFD)
Inset Map. SiriusXM satellite weather operates in the S-band frequency
range and provides continuous reception capabilities at any altitude
throughout North America.
The primary map for viewing SiriusXM Weather data is the Weather Data
Link Page in the Map Page Group. This is the only G1000 map display
capable of showing information for all available SiriusXM weather products.
Selecting the products for display on the Weather Data Link Page is made by
pressing the softkey associated with that product. The label for the product
is shown in capital letters in the Weather Products column in Table 7-2.
When a weather product is selected for display, the corresponding softkey
label changes to gray to indicate the product is enabled. Unavailable weather
products have subdued softkey labels (softkeys are disabled from selection).
REPORT: VB-2749
7-32
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Garmin Datalink (GDL) – Optional (continued)
SiriusXM Satellite Weather (continued)
NOTE
Echo Tops and Cloud Tops are not selectable at
the same time due to their color similarities.
The following pages can display various portions of XM Weather data:
•
•
•
•
•
•
•
Navigation Map
Weather Datalink Page (able to display all XM Weather data)
Weather Information Page
AUX - Trip Planning Page
Nearest Pages
Flight Plan Pages
PFD Inset Map
When a weather product is active on the Weather Data Link Page or the
Navigation Map Page, the age of the data is displayed on the screen. The
product age shown on the display is the elapsed time (in minutes) since
the weather data provider compiled the weather product. This age can be
significantly different (newer) than the actual age of the weather contained
within the weather product. Weather products are broadcast at specific
intervals.
If for any reason, a weather product is not refreshed within the Broadcast
Rate intervals, the system removes the expired data from the display and
shows dashes instead of the product age. This ensures that the displayed data
is consistent with what is currently being broadcast by SiriusXM weather
service. If more than half of the expiration time has elapsed, the color of
the product age changes to yellow. If the data for a weather product is not
available, the system displays “N/A” instead of product age next to the
weather product symbol.
ISSUED: December 22, 2017
REPORT: VB-2749
7-33
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Multi-Function Display (continued)
Garmin Datalink (GDL) – Optional (continued)
SirusXM Satellite Weather (continued)
Expiration Time
(minutes)
Broadcast Rate
(minutes)
30
5 (U.S.)
10 (Canada)
60
15
30
7.5
30
5
Cell Movement
(CELL MOV)
30
5
SIGMETs/AIRMETs
(SIG/AIR)
60
12
METARs
90
12
60
12
60
12
60
12
60
12
60
5
60
12
90
22
90
12
90
12
180
12
30
5
Weather Product
Symbol
NEXRAD
Cloud Top
(CLD TOP)
Echo Top
(ECHO TOP)
SirusXM Lightning (XM
LTNG)
City Forecast
(CITY)
Surface Analysis
(SFC)
Freezing Levels
(FRZ LVL)
Winds Aloft
(WIND)
County Warnings
(COUNTY)
Cyclone Warnings
(CYCLONE)
Icing Potential
(CP and SLD) (ICING)
Pilot Weather Report
(PIREPs)
Air Report
(AIREPs)
Turbulence
(TURB)
No Radar Coverage
(RADAR CVRG)
No product image
TFRs
No product image
60
12
TAFs
No product image
60
12
Weather Product Symbols, Expiration Times and Broadcast Rates
Table 7-2
REPORT: VB-2749
7-34
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Multi-Function Display (continued)
Garmin Datalink (GDL) – Optional (continued)
SirusXM Satellite Weather (continued)
Table 7-2 shows the weather product symbols, the expiration time and the
broadcast rate. The broadcast rate represents the interval at which SiriusXM
weather service transmits new signals that may or may not contain updated
weather products. It does not represent the rate at which weather information
is updated or new data is received by the Data Link Receiver. Weather data
are refreshed at intervals defined and controlled by XM Satellite Radio and
their data vendors.
Customizing the Weather Data Link Page is possible by selecting Weather
Data Link Page from the Map Group, press the MENU key, select Weather
Setup option from the Page Menu and press the ENT key. Turn the large
FMS knob to scroll to a weather product of interest then rotate the small
FMS knob to scroll through the options for each product (ON/OFF, range
settings, etc.). Press the ENT key to select the option then press the FMS
knob or the CLR key to return to the Weather Data Link Page with the
changed settings.
Customizing Weather Data Link options is also available on the Navigation
Map page. Proceed to the Navigation Map page, depress the MENU key,
highlight the Map Setup option and press the ENT key, turn the small FMS
knob to highlight the Weather group, turn the large FMS knob to highlight
and move between the product selections. When an item is highlighted, turn
the small FMS knob to select the option and press the ENT key. Press the
FMS knob or the CLR key to return to the Navigation Map Page with the
changed settings.
Data Logger:
An optional GDL 59 may be installed to provide a Wi-Fi transceiver
for transmitting data collected from the G1000 for trend monitoring and
maintenance planning. The stored data logs can include engine trend and
exceedance data, system maintenance data, and crew advisory system
(CAS) messages. The system can store up to two gigabytes of data. Post
flight reports can be sent wirelessly to a Wi-Fi hotspot through the GDL 59’s
Wi-Fi transceiver either manually via the MFD or configured for automatic
upload.
ISSUED: December 22, 2017
REPORT: VB-2749
7-35
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Databases
The G1000 utilizes several databases. Database titles display in yellow
if they have expired or are in question. Database cycle information is
displayed at power up on the MFD screen, but more detailed information is
available on the AUX pages. Internal database validation prevents incorrect
data from being displayed.
The upper Secure Digital (SD) data card slot is typically vacant as it is
used for software maintenance and navigational database updates. The
lower data card slot should contain a data card with the system’s terrain/
obstacle information and optional data such as Safe Taxi, Flight Charts and
JeppView electronic charts.
Safe Taxi Database
The Garmin Safe Taxi database contains detailed airport diagrams
for selected airports. These diagrams aid in following ground control
instructions by accurately displaying the aircraft position on the map
in relation to taxiways, ramps, runways, terminals and services. This
database is updated on a 56-day cycle and has no expiration date.
Terrain Database
The terrain databases are updated periodically and have no expiration
date. Coverage of the terrain database is between North 75° latitude
and South 60° latitude in all longitudes. Coverage of the airport terrain
database is worldwide.
Obstacle Database
The obstacle database contains data for obstacles, such as towers, that
pose a potential hazard to aircraft. Obstacles 200 feet and higher are
included in the obstacle database. It is very important to note that not
all obstacles are necessarily charted and therefore may not be contained
in the obstacle database. Coverage of the obstacle database includes the
United States and Europe. This database is updated on a 56-day cycle
and has no expiration date.
Navigation Database
Navigation database coverage options include the Americas,
International, or Worldwide. This database is updated on a 28-day
cycle.
REPORT: VB-2749
7-36
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Databases (continued)
FliteCharts Database
The Garmin FliteCharts database contains procedure charts for the
coverage area purchased. This database is updated on a 28-day cycle.
If not updated within 180 days of the expiration date, FliteCharts will
no longer function.
JeppView Database
The Jeppesen JeppView electronic charts database contains procedure
charts for the coverage area purchased. An own-ship position icon will
be displayed on these charts. This database is updated on a 14-day
cycle. If not updated within 70 days of the expiration date, JeppView
will no longer function.
ISSUED: December 22, 2017
REPORT: VB-2749
7-37
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Autopilot (Optional)
AUTOPILOT CONTROLS
Controls for selecting lateral and vertical flight director modes and for engaging/
disengaging autopilot and flight director, are located on the MFD bezel.
Additional autopilot related functions are controlled by the following:
A/P DISC / TRIM INTER Switch – Autopilot Disconnect and Trim Interrupt
switch located on the control wheel. Depressing this red switch interrupts the
electric pitch trim and disconnects the autopilot.
Electric Pitch Trim Switch – Split switch located on the control wheel.
Commands nose up or nose down pitch trim when both halves of the switch are
operated simultaneously.
CWS Switch – Control Wheel Steering switch located on the control wheel.
While this switch is depressed, the autopilot servos are disconnected, allowing
the pilot to fly the airplane manually.
TO/GA Switch – Optional Takeoff/Go-Around switch located in the throttle
lever. Depressing this switch commands the flight director to an initial takeoff
or go-around pitch attitude.
LVL Switch - Optional Level mode switch located on the instrument panel
above the MFD. Depressing this blue switch activates the autopilot Level Mode,
which engages the autopilot and commands the airplane to wings level and zero
vertical speed.
REPORT: VB-2749
7-38
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Autopilot (Optional) (continued)
AUTOPILOT OPERATION
When the AVION MASTER switch is selected ON, the GFC700 automatically
conducts a self-test, as indicated by a white boxed PFT on the PFD. Successful
completion of this self-test is indicated by extinguishing the PFT with no AP
failure indications and an autopilot “warble” tone (the same tone as autopilot
disconnect). If the GFC700 preflight test is not completed successfully, the
autopilot and electric pitch trim will not function.
Selected autopilot modes are displayed on the AFCS Status Box at the top of the
PFD. Lateral modes are displayed on the left, autopilot status is in the middle,
and vertical modes are on the right. All active modes are shown in green and
armed modes are white.
Pressing the AP key activates the autopilot and flight director in the default
ROL and PIT modes. Pressing the FD key activates only the flight director in
default ROL and PIT modes. Pressing any key associated with a valid lateral or
vertical mode activates that mode and the default mode in the opposing axis. For
example, pressing the ALT key activates the flight director in ALT hold mode
with the default lateral (ROL) mode. Re-selection of any valid lateral or vertical
mode toggles between the selected mode and the default mode for that axis.
If the information required to compute a flight director mode becomes invalid or
unavailable, the flight director automatically reverts to the default mode for that
axis. A flashing yellow mode annunciation and annunciator light indicate loss of
sensor (ADC) or navigation data (VOR, LOC, GPS, VNV, WAAS) required to
compute commands. If the loss occurs in the lateral axis, the system defaults to
ROL mode and rolls wings level. If the loss occurs in the pitch axis, the system
defaults to PIT mode and maintains the current pitch attitude. The flashing
annunciation stops when the affected mode key is pressed, another mode for the
axis is selected, or after 10 seconds, if no action is taken.
ISSUED: December 22, 2017
REPORT: VB-2749
7-39
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Autopilot (Optional) (continued)
Autopilot Disengagement Methods:
The autopilot can be disengaged manually by the following “normal” methods
which are indicated by a yellow flashing AP annunciation:
• Pressing the A/P DISC / TRIM INTER switch on the control wheel
• Activation of either half or both halves of the manual electric pitch trim
switch on the control wheel
• Pressing the AP key on the MFD
• Pressing the TO/GA switch on the throttle (if optional Underspeed
Protection not installed)
The autopilot can be disengaged manually by the following “abnormal”
methods which are indicated by a red flashing AP annunciation:
• Pulling the AUTOPILOT or PITCH TRIM circuit breaker
• Activation of the stall warning system (if optional Underspeed
Protection not installed)
The autopilot can be momentarily disengaged by pressing and holding the CWS
switch on the control wheel.
The autopilot will disengage automatically under the following conditions
which are indicated by a red flashing AP annunciation:
•
•
•
•
Internal autopilot system failure
Total AHRS failure
Total ADC failure
Inability to compute default flight director modes
After any autopilot disengagement, the aural disconnect alert can be canceled
by pressing the A/P DISC switch or manual electric pitch trim switches
AUTOPILOT FEATURES
Overspeed Recovery Mode
Overspeed Recovery attempts to prevent the aircraft from exceeding the
maximum approved autopilot operating speed by providing a flight director
pitch up command whenever the airspeed trend vector exceeds 140 KIAS.
If flying manually, the pilot may follow the pitch up commands, or if
engaged, the autopilot will follow the command. The pitch up command
will not exceed that for level flight; to decelerate more rapidly the pilot
should reduce engine power. When Overspeed Recovery is active, an
amber MAXSPD is displayed above the airspeed tape. Overspeed Recovery
REPORT: VB-2749
7-40
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Autopilot (Optional) (continued)
AUTOPILOT FEATURES (continued)
Overspeed Recovery Mode (continued)
is not active in ALT or GS modes and the airspeed reference (FLC) cannot be
adjusted while in Overspeed Recovery mode.
Takeoff Mode (Optional)
Takeoff Mode allows the pilot to manually follow the flight director command
bars after takeoff rotation. Takeoff Mode is activated by pressing the TO/GA
switch on the throttle lever while on the ground. Whenever Takeoff Mode is
active, “TO” will be displayed as the lateral and vertical modes in the AFCS
status box.
Go-Around Mode (Optional)
Go-Around Mode allows the pilot to manually follow the flight director
command bars during a go-around maneuver. Go-Around Mode is activated
by pressing the TO/GA switch on the throttle lever while in flight. Whenever
Go-Around Mode is active, “GA” will be displayed as the lateral and vertical
modes in the AFCS status box. Autopilot coupled Go-Around is available as an
optional feature. During a coupled go-around the autopilot remains engaged and
the pilot must add power and reduce drag according to the Go-Around checklist
(Section 4).
Underspeed Protection (Optional)
Underspeed Protection (USP) is a flight director function that provides low
speed awareness and prevents the airplane from stalling. The autopilot must
be engaged for USP to function. An AIRSPEED aural alert and an amber
MINSPD annunciation activates to indicate a low airspeed condition. If
airspeed continues to decrease, a USP ACTIVE CAS warning is triggered
and the airplane pitches down. If the flight director is in a non-altitude critical
mode (VS, VNAV, PIT, LVL or FLC) the airplane pitches down to maintain
airspeed above the stall warning speed. If the flight director is in an altitude
critical mode (ALT, GP, GS, TO or GA) the airplane may decelerate to stall
warning. After stall warning the airplane rolls wings level and pitches down
to achieve and maintain a speed approximately two knots above stall warning.
When in USP mode, the flight director modes remain unchanged, and the pitch
mode annunciation turns white. In all cases, the pilot should take action to exit
the underspeed condition by increasing engine power and decreasing drag as
appropriate.
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT: VB-2749
7-41
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
Autopilot (Optional) (continued)
AUTOPILOT FEATURES (continued)
Level Mode (Optional)
Level Mode commands the airplane to wings level and zero vertical speed. It
is activated by pressing the blue switch (labeled LVL) at the top center of the
instrument panel. Level Mode may be activated at anytime with the autopilot
engaged or disengaged. Activation is indicated by green LVL and LVL for
lateral and vertical modes respectively. Level mode should not be relied upon if
the autopilot is operating in any failure condition.
Electronic Stability and Protection (Optional)
Electronic Stability and Protection (ESP) provides a control force feedback to
deter the pilot from operating outside a defined envelope. ESP functions only
when the autopilot is operable, but is disengaged. As the aircraft approaches the
defined operating limits, the autopilot servos automatically engage to nudge the
aircraft back to the nominal operating envelope. The pilot can easily overpower
the restoring tendency, and may interrupt ESP with the AP disconnect or
CWS switches. At any time (usually for training reasons), the ESP function
may be disabled from the AUX – SYSTEM SETTINGS page on the MFD.
When disabled in this manner, ESP OFF is displayed. ESP will automatically
re-enable after each electrical power cycle. If ESP has failed, an ESP FAIL
system message will be displayed under the MSG softkey on the PFD.
REPORT: VB-2749
7-42
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
Autopilot (Optional) (continued)
AUTOPILOT FEATURES (continued)
Expanded Engagement Envelope (Optional)
Expanded engagement envelope allows autopilot engagement up to the pitch
and roll attitudes shown in the autopilot limitations of Section 2. If the autopilot
is engaged at a pitch or roll attitude within the expanded engagement envelope
but beyond the maximum autopilot command limits, the airplane will be pitched
or rolled to the maximum autopilot command limits.
Audio Panel
The audio panel contains traditional transmitter and receiver selectors, as well
as an integral intercom and marker beacon system. The marker beacon lights
appear on the PFD and the marker beacon audio can be heard over the headsets
or cockpit speaker. In addition, a clearance recorder records the last 2½ minutes
of received audio. Lights above the audio panel selection buttons indicate
which selections are active. If a failure of COM1 and COM2 occurs, a fail-safe
communications path is available between the pilot’s headset/microphone and
COM1. The fail-safe communications path is activated by pulling the AUDIO
MKR circuit breaker located on the circuit breaker panel.
The PILOT knob located towards the bottom of the audio panel allows switching
between volume and squelch control as indicated by illumination of VOL or SQ.
Turn the knob to adjust intercom volume or squelch. The MAN SQ key must be
selected to allow squelch adjustment.
The red DISPLAY BACKUP button at the bottom of the audio panel allows
manual selection of the reversionary display mode.
ISSUED: December 22, 2017
REPORT: VB-2749
7-43
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
GTX 335R Transponder (Extended Squitter)
The GTX 335R Transponder provides Mode A, C, and S altitude and position
reporting information for the G1000 system as well as TIS-A and ADS-B OUT
(1090 ES). It includes the following features:
• ADS-B Out, TIS traffic display output and aural alerting.
• Level-2 data link capability which is used to exchange information
between aircraft and ATC facilities.
• Surveillance identifier capability which is required in Europe.
• Flight Identification reporting which reports the aircraft identification as
either the aircraft registration or an assigned flight plan number.
• Altitude reporting as provided by the aircraft air data system.
• Airborne status determination which reports Ground or Flight mode.
• Transponder capability reporting which communicates Mode A, Mode C,
and Mode S capability.
• Mode S Enhanced Surveillance (EHS) requirements.
• Acquisition squitter which is a 24-bit identification address transmitted
periodically to enable ground stations and aircraft equipped with a Traffic
Avoidance System (TAS) to recognize similarly equipped aircraft.
The Hazard Avoidance Section provides more details on traffic avoidance
systems.
GTX 345R Transponder (Option)
In addition to the capabilities of the GTX 335R transponder, the GTX 345R
provides Automatic Dependent Surveillance-Broadcast (ADS-B) IN (1090)
(UAT, TIS-B, and FIS-B) capability. The unit receives and displays ADS-B
transmissions from other ADS-B OUT equipped aircraft, ADS-R, and TIS-B
information from ground stations.
• ADS-BOut, Dual-band ADS-B In traffic display output and aural alerting
• Integration with TAS traffic systems
• FIS-B weather and Oight information display output
• Connect PED interface to traffic, weather, and AHRS, via Bluetooth
• Altitude deviation alerting
• Timers: count up, count down, Oight, trip
• Static (Outside) air temperature display
• Density and pressure altitude display
• Internal GPS (Optional)
REPORT: VB-2749
7-44
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
GTX 345R Transponder (Option) (continued)
Traffic information will be displayed as a combination of two systems:
• ADS-B traffic information from other ADS-B equipped aircraft
• GTS 800 Traffic Advisory System (TAS)
NOTE
ADS-B traffic information will be available on
the normal G1000 traffic display maps/pages. In
the absence of ADS-B traffic information, the
GTS 800 system will display all other transponder
equipped aircraft.
ADS-B transmission defaults to enabled at each power cycle. To enable/disable
the transmission of the ADS-B information, press the ADS-B TX Softkey under
the PFD XPDR menu. Do not disable ADS-B transmission unless requested by
ATC. If either the GTX 335R or 345R fails, a yellow “x” will be displayed in
the XPDR field.
7.17 Standby Instrument
The Aspen Evolution Backup Display (EBD) is a fully digital, independent
flight instrument display which provides attitude, barometric altitude, airspeed,
heading, vertical speed, slip/skid and turn rate indications. The purpose of this
flight instrument is to provide a reference to crosscheck the G1000 system
information for system reliability and to display basic flight information during
a G1000 system failure.
The EBD is located to the left of the PFD in direct view of the pilot. During
normal operation, power is provided by the essential bus. During an alternator
failure, the EBD will continue to operate on the essential bus until the primary
battery is depleted. The EBD will then operate on the emergency battery/bus for
30 minutes permitting the pilot to find a suitable landing location.
ISSUED: December 22, 2017
REPORT: VB-2749
7-45
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
STANDBY INSTRUMENT (continued):
In the event of a complete electrical failure of the alternator, primary and
emergency batteries; the EBD will revert to its internal battery allowing
approximately 30 additional minutes of operation. In this occurrence the EBD
will illuminate an “ON BAT” annunciation and display an estimated battery
charge state.
The standby instrument must be checked for proper operation prior to flight.
IFR flight is prohibited when any component of the standby instrument is
inoperative.
7.19 Fuel System
Two twenty-five gallon (24 gallons usable) fuel tanks are secured as the
leading edge of each wing by screws and nut plates. Each tank contains an
indicator tab in the filler neck to determine fuel status. 17 gallons of usable fuel
is measured at the bottom of each indicator tab.
The minimum fuel grade is 100 or 100LL. There is one float type fuel sensor
in each wing. The signal corresponding to the position of the floats is sent to
the Garmin Engine Airframe (GEA) interface unit where it is converted into fuel
quantity. The fuel quantity information is then sent to the MFD for display.
After power-up of the avionics system, the Fuel On Board (FOB) should
be synchronized with the corresponding fuel quantity sensed in each tank. This
can be done by pressing the FOB SYNC softkey on the MFD’s AUX-WEIGHT
PLANNING page. The gallons remaining will be set to the current fuel quantity
in the tanks and the gallons used will be set to zero as shown in the FUEL
CALC window of the ENGINE page of the MFD. Pressing FOB SYNC softkey
is required to make calculated parameters such as range, endurance, fuel over
destination (FOD) and the fuel range ring accurate.
The fuel selector control contains three positions: “OFF”, “L” (left tank),
and “R” (right tank). To turn the fuel off, rotate selector handle counterclockwise to the “OFF” position while depressing the button. Rotate the selector
handle clockwise to either “L” or “R” positions to permit fuel flow. The button
will release automatically preventing accidental selection of the fuel to the off
position.
REPORT: VB-2749
7-46
ISSUED: December 22, 2017
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.19 FUEL SYSTEM (continued)
FUEL SELECTOR
Figure 7-5
An auxiliary electric fuel pump is provided in case of failure of the engine
driven pump. The electric pump should be on for all takeoffs and landings, and
when switching tanks. The pump switch is located in the switch panel above the
throttle quadrant.
The fuel drain is provided at the lowest, inboard corner of each wing
tank. An engine fuel strainer is accessible through the exterior, lower, left nose
section. Each fuel drain and strainer should be opened and the fuel checked for
contamination prior to the first flight of the day or after each refueling. Refer to
paragraph 8.21e for fuel draining procedure.
ISSUED: December 22, 2017
REPORT: VB-2749
7-47
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.19 FUEL SYSTEM (continued)
FUEL SYSTEM SCHEMATIC
- Fuel Injected Engine Figure 7-6
REPORT: VB-2749
7-48
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.21 Electrical System
The 28 volt electrical system includes a 24 volt primary battery, a 70
ampere 28 volt alternator, a single external power connector and an isolated 24
volt emergency battery. The electrical system is capable of supplying sufficient
current to all the required equipment for day/night IFR and day/night VFR
operations.
Primary battery
The primary battery provides for electric power to the equipment when the
engine is not running and for engine starting. When energized by the battery
master switch the primary battery supplies electrical power to the starter, as
well as all items on the Essential Bus, Non-Essential Bus and Lighting Bus. If
it becomes necessary to charge the battery by an external source, it should be
removed from the airplane prior to charging. The primary battery is mounted
on a shelf in the aft fuselage area.
Alternator
The alternator is belt driven directly from the engine. Once the engine is
running and the ALTR switch is activated, the alternator becomes the primary
source of electrical power for the aircraft. The primary battery provides stored
electrical power to back up the alternator. During normal operations, the
battery is charged by the alternator.
Voltage regulator
A solid state voltage regulator is located just forward of the instrument
panel on the left side of the aircraft. The voltage regulator is designed to
regulate the electrical system bus voltage to 28 volts and to prevent damage
to the electrical and avionics equipment by removing the alternator from the
circuit if its output exceeds 32 volts. In this situation an ALTR FAIL warning
CAS message will illuminate.
Emergency Battery
The emergency battery provides electrical power to the emergency bus
in the unlikely event of a complete electrical failure. With the EMERG
BATT switch in the ARM position, power is applied to the emergency bus
automatically if electrical power is removed from the primary electrical
system. Functions available via the emergency bus include all standby
instrument functions, PFD functions (nav/com #1 only), and the audio panel.
The emergency battery is sized to provide a minimum duration of 30 minutes
of electrical power to the emergency bus equipment.
ISSUED: December 22, 2017
REPORT: VB-2749
7-49
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.21 ELECTRICAL SYSTEM (continued)
CAUTION
30-minutes of power from the emergency battery
is only available if its voltage is greater than 23.3
volts prior to flight. Ensure that a minimum of 23.3
volts is available prior to flight.
The emergency battery is isolated from the emergency bus equipment via a
relay, which is controlled from the cockpit by the EMERG BATT switch. The
emergency battery is also isolated from the electrical power generating system
via a diode in the circuit. This diode will allow the generating system to charge
the emergency battery during normal operations but prevents discharge of the
emergency battery when operating with the alternator off. The emergency battery
is mounted on a shelf in the aft fuselage area just forward of the primary battery.
Switches
All powerplant, electrical power, exterior lights, and avionics master
switches are grouped in an overhead switch panel as shown in Figure 7-10. The
circuit breaker panel is located on the lower right side of the instrument panel
(Figure 7-9). Each breaker is clearly marked to show which circuit it protects.
Standard electrical accessories include the starter, electrical fuel pump, the
stall warning lift detector, navigational lights, anti-collision lights, landing lights,
and cabin dome lights. The autopilot (optional), pitot heat ventilation fan and
air-conditioning (optional) switches are located in the middle of the instrument
panel, just below the G1000 audio panel.
Two lights mounted in the overhead panel provide cabin flood lighting
for night flying. The lights are controlled by rheostat switches located in the
overhead panel. A map light window in each lens is actuated by an adjacent
switch. A wing tip landing light system consists of two lights (one in each wing
tip) and is operated by a rocker type switch mounted in the overhead switch
panel. Light intensity for the back-lit switches, instrument panel lights, and the
avionics are controlled by three rotary control located on the instrument panel
just below the electrical accessory switches.
WARNING
Anti-collision (strobe) lights should not be
operating when flying through cloud, fog or
haze, since the reflected light can produce
spatial disorientation. Strobe lights should not
be used in close proximity to the ground such as
during taxi, takeoff or landing.
REPORT: VB-2749
7-50
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.21 ELECTRICAL SYSTEM (continued)
ALTERNATOR AND STARTER SCHEMATIC
Figure 7-7
Sheet 1 of 2
ISSUED: December 22, 2017
REPORT: VB-2749
7-51
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.21 ELECTRICAL SYSTEM (continued)
ALTERNATOR AND STARTER SCHEMATIC
Figure 7-7
Sheet 2 of 2
REPORT: VB-2749
7-52
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.21 ELECTRICAL SYSTEM (continued)
CIRCUIT BREAKER PANEL
Figure 7-8
7.23 INSTRUMENT PANEL
The instrument panel is designed to accommodate the Garmin G1000
system, the Aspen EBD standby instrument, required switches, and remaining
avionics/options (See Figure 7-9 and Figure 7-10 for location of each item/
details).
Optimum cockpit lighting for night flying is achieved by using a combination
of the dimmer switches on the instrument panel and the overhead flood lights.
The dimmer switches consist of three rheostats labeled SWITCH, PANEL, and
AVIONICS. The SWITCH dimmer controls the backlighting of the overhead
switches, instrument panel switches, circuit breaker placards, autopilot buttons,
ADF buttons, and all backlit placards along the lower portion of the instrument
panel. The PANEL dimmer controls the intensity of the LED light strip located
under the glareshield. The AVIONICS dimmer controls the lighting intensity of
the PFD, MFD, and audio panel. Turning the AVIONICS dimmer switch to the
full counterclockwise position allows the Garmin displays to operate in photocell
lighting mode, whereby their lighting intensity varies with ambient light received
by their sensors. The domelights on the cockpit ceiling are controlled by the
rotary switch located adjacent to each light. A white map light in each dome light
is available by opening a small slider switch on each dome light cover.
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT: VB-2749
7-53
REPORT: VB-2749
7-54
15
1
14
3
13
4
5
12
6
3.
4.
5.
6.
7.
8.
9.
PFD
AUDIO PANEL
MFD
CABIN HEATER TEMP/WINDSHIELD DEFROST
AIR CONDITIONING TEMP CONTROLLER
ELT SWITCH
BILLING (OPT.)
1. ASPEN
INSTRUMENT
Note
- See- STANDBY
next page
for itemized list of components /switches.
2. PLATE - AIRCRAFT REGISTRATION NUMBER
16
2
7
11
8
15
10
9
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
INSTRUMENT PANEL
Figure 7-9
ISSUED: December 22, 2017
REVISED: May 7, 2018
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Aspen STBY
Plate - Aircraft Registration Number
PFD
Audio panel
MFD
Cabin heater temp / wnd shield defroster
Air conditioning temp. controller
ELT switch
HOBSS meter - Billing (optional)
HOBSS meter - Maintenance (optional)
Circuit breakers
Alternate Air
ISSUED: December 22, 2017
REVISED: May 7, 2018
Figure 7-9 (continued)
13. Electrical accessories (L to R)
a) Flight director / autopilot switch (option)
b) Pitot heat
c) Ventilation fan
d) Air conditioner (option)
14. Dimmer rheostats (L to R)
a) Switches
b) Panel
c) Avionics
15. USB
16. ADF (option)
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
REPORT: VB-2749
7-55
REPORT: VB-2749
7-56
Engine Starter
Reserved
Battery Master
Alternator
Fuel Pump
Left Magneto
Right Magneto
Landing Light
Nav Light
Strobe Lights/Fin Strobe
Reserved
Emergency Battery
Avionics Master
Overhead switches: (left to right)
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.23 INSTRUMENT PANEL (continued)
OVERHEAD SWITCH PANEL
Figure 7-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: December 22, 2017
REPORT: VB-2749
7-57
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.25 Pitot-Static System
Dynamic and static pressures are both supplied by a single pitot head
installed on the bottom of the left wing. Independent pressure lines plumbed
from the pitot mast through the wing and fuselage connect to the Garmin air data
computer and the Aspen EBD standby instrument (refer Figure 7-11) located on
the instrument panel.
An alternate static source is standard equipment. The control valve is located
below the left side of the instrument panel. When the valve is set in the alternate
position, the altimeter, vertical speed indicator and airspeed indicator on the PFD
and Aspen EBD standby instrument will be using cabin air for static pressure.
The storm window and cabin vents must be closed and the cabin heater and
defroster must be on during alternate static source operation. The altimeter error
is less than 50 feet unless otherwise placarded.
Both the pitot and static lines can be drained through separate drain valves
located on the left lower side of the fuselage interior.
A heated pitot head, which alleviates problems with icing and heavy rain,
is standard equipment. The switch for the heated pitot head is located on the
instrument panel above and to the left of the throttle quadrant.
To prevent bugs and water from entering the pitot and static pressure holes,
a cover should be placed over the pitot head on the ground when the aircraft is
parked. A partially or completely blocked pitot head will give erratic or zero
readings on the instruments.
NOTE
During the preflight, check to make sure the pitot
cover is removed.
REPORT: VB-2749
7-58
ISSUED: December 22, 2017
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
106980 C
4
1
PITOT LINE
1
2
STATIC LINE
3
2
3
5
GARMIN G1000 NXi INSTALLATION
1. EBD (Standby Instrument Display)
2. Alternate Static Valve
3. Pitot/Static Drain Valves
4. Air Data Attitude and Heading Reference System (ADAHRS)
5. Pitot Head
4
PITOT-STATIC SYSTEM
Figure 7-11
ISSUED: December 22, 2017
REPORT: VB-2749
7-59
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
HEATING AND VENTILATING SYSTEM
Figure 7-12
REPORT: VB-2749
7-60
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.27 Heating and Ventilating System
Heat for the cabin interior and the defroster system is provided by a heater
muff attached to the exhaust system (Figure 7-12). The amount of heat desired
can be regulated with the controls located on the far right side of the instrument
panel.
The air flow can be regulated between the front and rear seats by levers
located on top of the heat ducts next to the console.
Fresh air inlets are located in the inboard portion of the leading edge of the
wing near and in the aft portion of the fuselage. Adjustable outlets are located
on the side of the cabin near the floor and overhead on the ceiling at each seat
location. Air is exhausted through an outlet under the rear seat. A cabin air
blower, incorporated in the ventilating system, is also available as optional
equipment. An optional overhead ventilating system with a cabin air blower is
available on models without air conditioning. This blower is operated by a FAN
switch with 3 positions - “OFF,” “LOW,” “HIGH.”
CAUTION
When cabin heat is operated, heat duct surface
becomes hot. This could result in burns if arms
or legs are placed too close to heat duct outlets
or surface.
7.29 Cabin Features
The Archer has four bucket style seats with adjustable backrests and
headrests. For occupant comfort and easy of entry, the pilot and co-pilot seats are
adjustable horizontally and vertically. The horizontal adjustment bar is located
just below the seat pan. Vertical adjustment is accomplished through a knob
under the forward right hand corner of the seat pan. To recline pilot and co-pilot
seats; lean backrest forward, then release the lever on the lower, right hand, outer
hinge, and re-adjust backrest to desired reclined comfort setting. These seats also
contain adjustable lumbar support and arm rest for added comfort.
The rear passenger seats have an adjustable backrest. Lean backrest forward,
then release the lever on the lower, right hand, outer hinge, and readjust backrest
to desired reclined comfort setting. The rear seat installation may be removed to
provide room for bulky items. Rear seat installations incorporate leg retainers
with latching mechanisms which must be released before the seats can be
removed. Releasing the retainers is accomplished by depressing the plunger
behind each rear leg.
ISSUED: December 22, 2017
REPORT: VB-2749
7-61
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.29 CABIN FEATURES (continued)
CAUTION
Ensure all occupied seat backrests are in their full
upright position for all taxi, take-off and landing
operations.
A cabin interior includes a pilot storm window, two sun visors, two map
pockets, and pockets on the backs of each front seat.
Each seat is equipped with a three point restraint system consisting of an
adjustable lap belt with an adjustable inertial reel-type shoulder harness. A
check of the inertia reel mechanism can be made by pulling sharply on the
shoulder strap and checking that the reel will lock in place under sudden stress.
This locking feature prevents the strap from extending and holds the occupant
in place. Under normal movement the strap will extend and retract as required.
7.31 Baggage Area
A 24 cubic foot baggage area, located behind the rear seats, is accessible
either from the cabin or through an outside baggage door on the right side of the
aircraft. Maximum capacity is 200 pounds. Tie-down straps are provided and
should be used at all times.
NOTE
It is the pilot’s responsibility to be sure when
the baggage is loaded that the aircraft C.G. falls
within the allowable C.G. Range (refer to Section
6 - Weight and Balance).
REPORT: VB-2749
7-62
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.33 Stall Warning
An approaching stall is indicated by a stall warning aural alert which is
activated between five and ten knots above stall speed. Mild airframe buffeting
and gentle pitching may also precede the stall. Stall speeds are shown on the
Stall Speed graph in Section 5. The stall warning aural alert is activated by a lift
detector on the leading edge of the left wing. Whenever the stall warning system
is activated, a STALL...STALL aural alert is heard through the cockpit speaker
and through the headsets. During preflight, the stall warning system should be
check by turning the BATT MSTR switch on, lifting the detector and check to
determine if the system is active.
7.35 Finish
All exterior surfaces are primed with etching primer and finished with a
polyurethane finish.
7.37 External Power
An external power installation is accessible through a receptacle located
on the right side of the fuselage aft of the wing. An external battery can be
connected to the socket, thus allowing the operator to crank the engine without
having to gain access to the airplane’s battery.
7.39 Emergency Locator Transmitter
The Emergency Locator Transmitter (ELT), is located in the aft portion of
the fuselage just below the stabilator leading edge and is accessible through a
plate on the right side of the fuselage. This plate is attached with slotted-head
nylon screws for ease of removal; these screws may be readily removed with a
variety of common items such as a dime, a key, a knife blade, etc. If there are
no tools available in an emergency the screw heads may be broken off by any
means.
A battery replacement date is marked on the transmitter. To comply with
FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an emergency
situation or if the accumulated test time exceeds one hour, or if the unit has been
inadvertently activated for an undetermined time period.
ISSUED: December 22, 2017
REPORT: VB-2749
7-63
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
7.39 EMERGENCY LOCATOR TRANSMITTER (continued)
NOTE
If for any reason a test transmission is necessary,
the test transmission should be conducted only in
the first five minutes of any hour and limited to
three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated
with the nearest FAA tower or flight service
station.
ARTEX ELT 1000 OPERATION
There is a three position switch (placarded ON ARM/OFF, and TEST) on
the ELT unit. The switch is set to ARM/OFF when the ELT is installed at the
factory, and it should remain in that position whenever the unit is installed in
the airplane.
A remote switch (placarded ON ARM/OFF, and TEST) is located on the
copilot’s instrument panel to allow the transmitter to be armed or turned on
from inside the cabin. The switch is normally in ARM /OFF position. Moving
the switch to ON will activate the transmitter. A warning light located above the
remote switch will alert you when ever the ELT is activated.
The Artex ELT 1000 (406 MHz) is equipped with a warning buzzer. This
warning buzzer, which receives power from the ELT itself, is mounted in the
tailcone. Whenever the ELT is activated the buzzer “beeps” periodically. The
time between pulses lengthens after 12 hours. The objective is to hear the buzzer
from outside the aircraft while the engine is not running.
Should the ELT be activated inadvertently it can be reset by either positioning
the cockpit remote switch or the local ELT box switch to ON then immediately
switching it to the ARM position. The ELT cannot be reset if either the cockpit
remote switch or the ELT local switch is in the ON position.
REPORT: VB-2749
7-64
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 7
DESCRIPTION & OPERATION
7.39 EMERGENCY LOCATOR TRANSMITTER (continued)
ARTEX ELT 1000 OPERATION (continued)
The transmitter can be activated manually at any time by placing either the
remote switch or the ELT switch to the ON position.
NOTE
A monthly functional check is recommended
to verify operational status of the ELT. Prior to
testing, the aircraft must be located to receive GPS
signals with avionics on. Within the first 5 minutes
after the hour, select the cockpit remote switch to
the test position for ~ 1 second and then return
to the ARM/OFF position. The remote switch
LED light and buzzer should then activate for ~
2 seconds. If the 2 second LED light and buzzer
indication is not received, refer to the ARTEX
ELT 1000 maintenance manual.
The ARTEX ELT 1000 should be checked during postflight to make certain
the unit has not been activated. Check by selecting 121.50 MHz on an operating
receiver. If a downward sweeping audio tone is heard the ELT may have been
activated. Set the remote switch to ON. If there is no change in the volume of the
signal, your airplane’s ELT is probably transmitting. Setting the remote switch
back to ARM/OFF will automatically reset the ELT and should stop the signal
being received on 121.50 MHz.
7.41 Flap Position Sensor (Optional)
An optional flap position sensor installation is available.
The flap position sensor provides flap position input to the central maintenance
computer (optional) or GFC 700 (optional). The central maintenance computer
provides datalogging capabilities for monitoring various parameters. The GFC
700 utilizes the flap position sensor input to enhance pitch trim response. The
flap position input is not displayed to the pilot.
The flap position input consists of four (4) switches mounted on a bracket
over the flap tube. The switches are activated as the flaps are raised and lowered
by a cam mounted to the flap torque tube.
ISSUED: December 22, 2017
REPORT: VB-2749
7-65
SECTION 7
DESCRIPTION & OPERATION
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
7-66
ISSUED: December 22, 2017
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph
No.
Page
No.
8.1
8.3
8.5
8.7
8.9
8.11
8.13
8.15
8.17
8.19
8.21
8.23
8.25
8.27
8.29
8-1
8-4
8-5
8-6
8-7
8-10
8-10
8-12
8-12
8-13
8-13
8-16
8-16
8-17
8-19
General.....................................................................................
Airplane Inspection Periods.....................................................
Preventive Maintenance...........................................................
Airplane Alterations.................................................................
Ground Handling......................................................................
Engine Air Filter.......................................................................
Brake Service...........................................................................
Landing Gear Service...............................................................
Propeller Service......................................................................
Oil Requirements......................................................................
Fuel System..............................................................................
Tire Inflation.............................................................................
Battery Service.........................................................................
Cleaning....................................................................................
Cold Weather Operation...........................................................
ISSUED: December 22, 2017
REPORT: VB-2749
8-i
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
8-ii
ISSUED: December 22, 2017
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
SECTION 8
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE
8.1
General
This section provides guidelines relating to the handling, servicing, and
maintenance of the ARCHER III. For complete maintenance instructions,
refer to the PA-28-181 Maintenance Manual.
WARNING
Inspection,
maintenance
and
parts
requirements for all non-PIPER approved
STC installations are not included in this
handbook. When a non-PIPER approved STC
installation is incorporated on the airplane,
those portions of the airplane affected by the
installation must be inspected in accordance
with the inspection program published by
the owner of the STC. Since non-PIPER
approved STC installations may change
systems interface, operating characteristics
and component loads or stresses on adjacent
structures, PIPER provided inspection
criteria may not be valid for airplanes with
non-PIPER approved STC installations.
WARNING
Modifications must be approved in writing by
PIPER prior to installation. Any and all other
installations, whatsoever, of any kind will void
this warranty in it’s entirety.
ISSUED: December 22, 2017
REPORT: VB-2749
8-1
SECTION 8
HANDLING, SERV & MAINT
8.1
PA-28-181, ARCHER III
GENERAL (continued)
WARNING
Use only genuine PIPER parts or PIPER
approved parts obtained from PIPER approved
sources, in connection with the maintenance
and repair of PIPER airplanes.
Genuine PIPER parts are produced and
inspected under rigorous procedures to
ensure airworthiness and suitability for use in
PIPER airplane applications. Parts purchased
from sources other than PIPER, even though
identical in appearance, may not have had
the required tests and inspections performed,
may be different in fabrication techniques
and materials, and may be dangerous when
installed in an airplane.
Additionally, reworked or salvaged parts or
those parts obtained from non-PIPER approved
sources, may have service histories which are
unknown or cannot be authenticated, may
have been subjected to unacceptable stresses
or temperatures or may have other hidden
damage not discernible through routine visual
or nondestructive testing. This may render the
part, component or structural assembly, even
though originally manufactured by PIPER,
unsuitable and unsafe for airplane use.
PIPER expressly disclaims any responsibility
for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.
REPORT: VB-2749
8-2
ISSUED: December 22, 2017
PA-28-181, ARCHER III
8.1
SECTION 8
HANDLING, SERV & MAINT
GENERAL (continued)
Every owner should stay in close contact with an authorized Piper
Service Center or Piper’s Customer Service Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Piper’s
support systems.
Piper takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including
Service Bulletins, Service Letters, Service Spares Letters, and others relating
to the airplane.
Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are available on the Piper.com website.
Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing
techniques pertaining to the airplane. They are available on the Piper.com
website. Owners should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment
which were not available originally, and which may be of interest to the
owner.
Maintenance manuals, parts catalogs, and revisions to both, are available
from Piper Service Centers.
Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response.
ISSUED: December 22, 2017
REPORT: VB-2749
8-3
SECTION 8
HANDLING, SERV & MAINT
8.3
PA-28-181, ARCHER III
Airplane Inspection Periods
WARNING
All inspection intervals, replacement time limits, overhaul
time limits, the method of inspection, life limits, cycle limits,
etc., recommended by PIPER are solely based on the use
of new, remanufactured or overhauled PIPER approved
parts. If parts are designed, manufactured, remanufactured,
overhauled and/or approved by entities other than PIPER,
then the data in PIPER’S maintenance/service manuals and
parts catalogs are no longer applicable and the purchaser
is warned not to rely on such data for non-PIPER parts.
All inspection intervals, replacement time limits, overhaul
time limits, the method of inspection, life limits, cycle limits,
etc., for such non-PIPER parts must be obtained from the
manufacturer and/or seller of such non-PIPER parts.
Piper has developed inspection items and required inspection intervals
for the PA-28-181 (see the latest revision of the PA-28-181 Maintenance
and Inspection Manuals). The PA-28-181 Inspection Manual contains
appropriate forms, and all inspection procedures should be complied with
by a properly trained, knowledgeable, and qualified mechanic at a Piper
Authorized Service Center or a reputable repair shop. Piper cannot accept
responsibility for the continued airworthiness of any aircraft not maintained
to these standards, and/or not brought into compliance with applicable
Service Bulletins issued by Piper, instructions issued by the engine,
propeller, or accessory manufacturers, or Airworthiness Directives issued
by the FAA.
A programmed Inspection, approved by the Federal Aviation
Administration (FAA), is also available to the owner. This involves routine
and detailed inspections to allow maximum utilization of the airplane.
Maintenance inspection costs are reduced, and the maximum standard of
continued airworthiness is maintained. Complete details are available from
Piper.
In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect.
The owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or
maintenance records.
REPORT: VB-2749
8-4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
8.3
SECTION 8
HANDLING, SERV & MAINT
AIRPLANE INSPECTION PERIODS (continued)
A spectrographic analysis of the engine oil is available from several sources.
This inspection, if performed properly, provides a good check of the internal
condition of the engine. To be accurate, induction air filters must be cleaned or
changed regularly, and oil samples must be taken and sent in at regular intervals.
8.5 Preventive Maintenance
The holder of a pilot certificate issued under Federal Aviation Regulations
(FAR) Part 61 may perform certain preventive maintenance as defined in the
FARs. This maintenance may be performed only on an aircraft which the pilot
owns and operates, and which is not used in air carrier or air taxi/commercial
operations service.
All other maintenance must be accomplished by a person or facility
appropriately certificated by the Federal Aviation Administration (FAA) to
perform that work.
Anytime maintenance is accomplished, an entry must be made in the
appropriate aircraft maintenance records. The entry shall include:
(a)
(b)
(c)
(d)
(e)
The date the work was accomplished.
Description of the work.
Number of hours on the aircraft.
The certificate number of pilot performing the work.
Signature of the individual doing the work.
ISSUED: December 22, 2017
REPORT: VB-2749
8-5
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.7 Airplane Alterations
If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance with
Advisory Circular 43.13-2, when performed by an A & P mechanic, may be
approved by the local FAA office. Major alterations to the basic airframe or
systems not covered by AC 43.13-2 require a Supplemental Type Certificate.
The owner or pilot is required to ascertain that the following Aircraft Papers
are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:
(1) Pilot’s Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and
Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by giving
the mechanic information about what has or has not been accomplished.
REPORT: VB-2749
8-6
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 8
HANDLING, SERV & MAINT
8.9 Ground Handling
(a) Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed below the forward ledge of the
baggage compartment or by power equipment that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the nose gear fork.
CAUTION
When towing with power equipment, do not turn
the nose gear beyond its steering radius in either
direction, as this will result in damage to the nose
gear and steering mechanism.
CAUTION
Do not tow the airplane when the controls are
secured.
In the event towing lines are necessary, ropes should be attached
to both main gear struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and/or tail by not less than
fifteen feet, and a qualified person should ride in the pilot’s seat to
maintain control by use of the brakes.
(b) Taxiing
When it is ascertained that the propeller back blast and taxi
areas are clear, power should be applied to start the taxi roll, and
the following checks should be performed:
(1) Taxi a few feet forward and apply the brakes to determine
their effectiveness.
(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.
(3) Observe wing clearance when taxiing near buildings or
other stationary objects. If possible, station an observer
outside the airplane.
ISSUED: December 22, 2017
REPORT: VB-2749
8-7
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.9 GROUND HANDLING (continued)
(b) Taxiing (continued)
(4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up
or taxiing over ground containing loose stones, gravel, or
any loose material that may cause damage to the propeller
blades.
(c) Parking
When parking the airplane, be sure that it is sufficiently protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length of
time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever and
depressing the knob on the handle. To release the parking
brake, pull back on the handle until the catch disengages;
then allow the handle to swing forward.
CAUTION
Care should be taken when setting brakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the front
seat belt and chocks used to properly block the wheels.
REPORT: VB-2749
8-8
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 8
HANDLING, SERV & MAINT
8.9 GROUND HANDLING (continued)
(d) Mooring
The airplane should be moored for immovability, security and
protection. The following procedures should be used for the proper
mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt
through the control wheel and pulling it snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the tail
skid at approximately 45 degree angles to the ground. When
using rope of non-synthetic material, leave sufficient slack to
avoid damage to the airplane should the ropes contract.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear forks
and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the
pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the airplane
is unattended.
ISSUED: December 22, 2017
REPORT: VB-2749
8-9
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.11 Engine Air Filter
Inspect inlet for foreign particles and obstructions. Engine Air Filter should
be removed and inspected or replaced at intervals as outlined in the aircraft
Maintenance Manual. Operations in severe environments may require more
frequent attention.
8.13 Brake Service
The brake system is filled with MIL-PRF-5606 (petroleum base)
hydraulic brake fluid. The fluid level should be checked periodically or
at every 50-hour inspection and replenished when necessary. The brake
reservoir is located on the fire wall in the engine compartment.
No adjustment of the brake clearances is necessary. If after extended service
brake blocks become excessively worn, they should be replaced with new
segments.
REPORT: VB-2749
8-10
ISSUED: December 22, 2017
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
BRAKE SYSTEM
Figure 8-1
ISSUED: December 22, 2017
REPORT: VB-2749
8-11
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.15 Landing Gear Service
The three landing gears use Cleveland Aircraft Products 6.00 x 6, four-ply
rating, type III tires with tubes. (Refer to paragraph 8.23).
Landing gear oleos on the ARCHER III should be serviced according to
the instructions on the units. The main oleos should be extended under normal
static load until 4.50 ± 0.25 inches of oleo piston tube is exposed, and the nose
gear should show 3.25 ± 0.25 inches. Should the strut exposure be below that
required, refer to Maintenance Manual for servicing instructions.
8.17 Propeller Service
The spinner and backing plate should be frequently cleaned and inspected
for cracks. Before each flight the propeller should be inspected for nicks,
scratches, and corrosion. If found, they should be repaired as soon as possible
by a rated mechanic, since a nick or scratch causes an area of increased
stress which can lead to serious cracks or the loss of a propeller tip. The back
face of the blades should be painted when necessary with flat black paint to
retard glare. To prevent corrosion, the surface should be cleaned and waxed
periodically.
REPORT: VB-2749
8-12
ISSUED: December 22, 2017
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.19 Oil Requirements
The oil capacity of the engine is 8 quarts and the minimum safe quantity
is 2 quarts. It is recommended that the oil be drained and renewed, and
the screen cleaned, every 25 hours. However, if the full flow (cartridge type)
oil filter is used, the oil and filter should be drained and renewed every
50 hours of operation. The interval between oil and oil filter change is not
to exceed four (4) months. The following grades are recommended for the
specified temperatures:
MIL-L-6082B
MIL-L-22851
Average Ambient
Mineral
Ashless Dispersant
Air Temperature
SAE Grade
SAE Grades
All Temperatures
--
15W-50 or 20W-50
Above 80°F
Above 60°F
30°F to 90°F
0°F to 70°F
Below 10°F
60
50
40
30
20
60
40 or 50
40
30, 40 or 20W-40
30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter
grade oil.
NOTE
Refer to the latest issue of Lycoming Service
Instruction 1014 (Lubricating Oil Recommendations) for further information.
8.21 Fuel System
(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, and at
the fuel injection servo inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY)
The minimum aviation grade fuel for the PA-28-181 is 100
or 100LL. Since the use of lower grades can cause serious engine
damage in a short period of time, the engine warranty is invalidated
by the use of lower octanes.
ISSUED: December 22, 2017
REPORT: VB-2749
8-13
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.21 FUEL SYSTEM (continued)
(c) Filling Fuel Tanks
Observe all required precautions for handling gasoline. Fill the
fuel tanks through the filler located on the forward slope of the wing.
Each wing holds a maximum of 25 U.S. gallons. When using less
than the standard 50 gallon capacity, fuel should be distributed equally
between each tank. There is approximately 17 gallons in the fuel tank
when fuel level is even with bottom of filler neck indicator..
(d) Draining Fuel Strainer, Sumps and Lines
The fuel tank sumps and strainer should be drained daily prior
to the first flight and after refueling to avoid the accumulation of
contaminant’s such as water or sediment. Each fuel tank is equipped
with an individual quick drain located at the lower inboard rear
corner of the tank. The fuel strainer is equipped with a quick drain
located on the front lower corner of the fire wall. Each of the fuel
tank sumps should be drained first. Then the fuel strainer should be
drained twice, once with the fuel selector valve on each tank. Each
time fuel is drained, sufficient fuel should be allowed to flow to
ensure removal of contaminant’s. This fuel should be collected in a
suitable container, examined for contaminant’s, and then discarded.
CAUTION
When draining any amount of fuel, care should be
taken to ensure that no fire hazard exists before
starting the engine.
Each quick drain should be checked after closing
it to make sure it has closed completely and is not
leaking.
REPORT: VB-2749
8-14
ISSUED: December 22, 2017
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.21 FUEL SYSTEM (continued)
FUEL DRAIN
Figure 8-3
(e) Draining Fuel System
The bulk of the fuel may be drained from the system by opening
the valve at the inboard end of each fuel tank. Push up on the arms of
the drain valve and turn counterclockwise to hold the drain open. The
remaining fuel in the system may be drained through the filter bowl.
Any individual tank may be drained by closing the selector valve and
then draining the desired tank.
CAUTION
Whenever the fuel system is completely drained
and fuel is replenished it will be necessary to run
the engine for a minimum of three minutes at 1000
RPM on each tank to ensure that no air exists in
the fuel supply lines.
ISSUED: December 22, 2017
REPORT: VB-2749
8-15
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.23 Tire Inflation
For maximum service from the tires, keep them inflated to the proper
pressures - 18 psi for the nose gear and 24 psi for the main gear. All wheels
and tires are balanced before original installation, and the relationship of tire,
tube and wheel should be maintained upon reinstallation. Unbalanced wheels
can cause extreme vibration in the landing gear; therefore, in the installation
of new components, it may be necessary to rebalance the wheels with the
tires mounted. When checking tire pressure, examine the tires for wear, cuts,
bruises, and slippage.
8.25 Battery Service
Access to the 24-volt battery is through an access panel at the right rear
side of the baggage compartment. Refer to Maintenance Manual for Battery
Servicing Instructions.
THIS SPACE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
8-16
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 8
HANDLING, SERV & MAINT
8.27 Cleaning
(a) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of solvent
and degreaser, as desired. Where heavy grease and dirt deposits have collected, it may be necessary to brush areas that were
sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
(b) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. Harsh
abrasives or alkaline soaps or detergents could make scratches on
painted or plastic surfaces or could cause corrosion of metal. Cover
areas where cleaning solution could cause damage. To wash the
airplane, use the following procedure:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or soft bristle
brush.
(3) To remove exhaust stains, allow the solution to remain on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with
naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted surfaces. Soft cleaning cloths or a chamois should be used to prevent
scratches when cleaning or polishing. A heavier coating of wax
on the leading surfaces will reduce the abrasion problems in these
areas.
ISSUED: December 22, 2017
REPORT: VB-2749
8-17
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
8.27 CLEANING (continued)
(c) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic
cleaner. Use a soft cloth or sponge in a straight back and forth
motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing out the scratch with jeweler’s rouge. Smooth both sides
and apply wax.
(d) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good
upholstery cleaner suitable for the material. Carefully follow
the manufacturer’s instructions. Avoid soaking or harsh
rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand
soap and water.
REPORT: VB-2749
8-18
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 8
HANDLING, SERV & MAINT
8.27 CLEANING (continued)
(e) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or
vacuum. For soiled spots and stubborn stains use a non-flammable
dry cleaning fluid. Floor carpets may be removed and cleaned like any
household carpet.
8.29 Cold Weather Operation
For cold weather operation a winterization plate is installed on the
inlet opening of the oil cooler duct on the left rear engine baffle. This plate
should be installed whenever the ambient temperature reaches 50°F or less
or whenever oil temperature cannot be maintained at or above 140°F during
continuous operation. The plate should be removed and stored in the cockpit
when the ambient temperature exceeds 50°F.
ISSUED: December 22, 2017
REPORT: VB-2749
8-19
SECTION 8
HANDLING, SERV & MAINT
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
8-20
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENTS
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph
No.
Page
No.
9.1 General..........................................................................................
1 Air Conditioning Installation......................................... (6 pages)
2 Bendix/King KR-87 Digital ADF with
Garmin PFD Indicator.............................................. (10 pages)
3 Bendix/King KN-63 DME............................................. (4 pages)
4 Appareo Vision 1000 Unit............................................. (4 pages)
5 Flightcom Model 403 Intercom .................................... (4 pages)
6 Carbureted O-360 Engine Installation......................... (22 pages)
7 AMSAFE Inflatable Seat Restraints
(STC SA02276AK)...................................................................
ISSUED: December 22, 2017
REVISED: May 7, 2018
9-1
9-3
9-9
9-19
9-23
9-27
9-31
9-53
REPORT: VB-2749
9-i
SECTION 9
SUPPLEMENTS
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
9-ii
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENTS
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENTS
9.1 General
This section provides information in the form of Supplements which are
necessary for efficient operation of the airplane when equipped with one or
more of the various optional systems and equipment not approved with the
standard airplane.
All of the supplements provided in this section are FAA Approved and
consecutively numbered as a permanent part of this Handbook. The information
contained in each Supplement applies only when the related equipment is
installed in the airplane.
ISSUED: December 22, 2017
REPORT: VB-2749
9-1
SECTION 9
SUPPLEMENTS
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
9-2
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 1
PA-28-181, ARCHER III
SUPPLEMENT 1
Air Conditioning Installation
This supplement must be attached to the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual when the optional air conditioning
system is installed in accordance with Piper Drawing 99575-13. The
information contained herein supplements or supersedes the Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual.
This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the optional air
conditioning system is installed.
FAA APPROVED:
Eric A. Wright
ODA-510620-CE
Piper Aircraft, Inc.
Vero Beach, Florida
DATE OF APPROVAL: December 22, 2017
1
Air Conditioning Installation
ISSUED: December 22, 2017
(6 pages)
REPORT: VB-2749
1 of 6,
9-3
SECTION 9
SUPPLEMENT 1
PA-28-181, ARCHER III
SECTION 1 - GENERAL
This supplement supplies information necessary for the efficient operation of the airplane when the optional air conditioning system is installed. The
information contained within this supplement is to be used ``as described’’ in
conjunction with the complete handbook.
SECTION 2 - LIMITATIONS
(a) To ensure maximum climb performance the air conditioner must be
turned OFF manually prior to takeoff to disengage the compressor and
retract the condenser door. Also the air conditioner must be turned OFF
manually before the landing approach in preparation for a possible
go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controls when
the air conditioner is installed:
WARNING
AIR CONDITIONER MUST BE OFF TO
ENSURE NORMAL TAKEOFF CLIMB
PERFORMANCE.
SECTION 3 - EMERGENCY PROCEDURES
3.1 General
Crew Alerting System (CAS) Messages
The following CAS messages are specific to this POH supplement.
Caution Messages - Amber
CAS Event
CAS Message
Checklist
Page
Cause
Non-hidden CAS Messages
Air Conditioning
Door Open
REPORT: VB-2749
9-4,
2 of 6
AC DOOR OPEN
9-5
Air conditioning condenser
door is open during an in-flight
engine failure condition.
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 1
PA-28-181, ARCHER III
Advisory Messages – White
CAS Event
CAS Message
Checklist
Page
Cause
Non-hidden CAS Messages
Air Conditioning
Door Open
- OPEN
AC DOOR
N/A
Air conditioning condenser
door is open
3.5 Emergency Procedures Check List
Air Conditioning Door Open
Indication: Master Caution, Double Chime,
AC DOOR OPEN
CAUTION
Air conditioner should be turned off during engine
failure situations.
AIR COND Switch............................................................................... OFF
To achieve performance figures stated in Section 5 of this Pilot
Operating Handbook, the air conditioning system must be turned OFF
during takeoff, landing, and engine failure situations.
SECTION 4 - NORMAL PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper operation as
follows:
(a) Check aircraft battery switch ON.
(b) Turn the air conditioner control switch to ON and the fan switch
to one of the operating positions - the AC DOOR OPEN Advisory
CAS message will activate, thereby indicating proper air conditioner
condenser door actuation.
(c) Turn the air conditioner control switch to OFF - the AC DOOR
OPEN Advisory CAS message extinguishes, thereby indicating the air
conditioner door is in the retracted position.
(d) If the AC DOOR OPEN CAS Advisory does not respond as specified
above, an air conditioner system malfunction is indicated and further
investigation should be conducted prior to flight.
The above operational check may be performed during flight if an inflight
failure is suspected.
ISSUED: December 22, 2017
REPORT: VB-2749
31 of 6,
9-5
SECTION 9
SUPPLEMENT 1
PA-28-181, ARCHER III
SECTION 5 - PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise speed
and range. Power from the engine is required to run the compressor, and the
condenser door, when extended, causes a slight increase in drag. When the air
conditioner is turned off there is normally no measurable difference in climb,
cruise or range performance of the airplane.
NOTE
To ensure maximum climb performance the air
conditioner must be turned off manually before
takeoff to disengage the compressor and retract the
condenser door. Also the air conditioner must be
turned off manually before the landing approach in
preparation for a possible go-around.
Although the cruise speed and range are only slightly affected by the air
conditioner operation, these changes should be considered in preflight planning.
To be conservative, the following figures assume that the compressor is
operating continuously while the airplane is airborne. This will be the case only
in extremely hot weather.
(a) The decrease in true airspeed is approximately 4 KTS at all power
settings.
(b) The decrease in range may be as much as 32 nautical miles for the 48
gallon capacity.
The climb performance is not compromised measurably with the air
conditioner operating since the compressor is declutched and the condenser
door is retracted, both automatically, when a full throttle position is selected.
When the full throttle position is not used or in the event of a malfunction
which would cause the compressor to operate and the condenser door to be
extended, a decrease in rate of climb of as much as 100 fpm can be expected.
Should a malfunction occur which prevents condenser door retraction when the
compressor is turned off, a decrease in rate of climb of as much as 50 fpm can
be expected.
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook.
REPORT: VB-2749
9-6,
42 of 6
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 1
SECTION 7 - DESCRIPTION AND OPERATION
The air conditioning system is a recirculating air system. The major items
include: evaporator, condenser, compressor, blower, switches and temperature
controls.
The evaporator is located behind the left rear side of the baggage compartment. This cools the air that is used for air conditioning.
The condenser is mounted on a retractable scoop located on the bottom of
the fuselage and to the rear of the baggage compartment area. The scoop extends
when the air conditioner is ON and retracts to a flush position when the system
is OFF.
The compressor is mounted on the forward right underside of the engine. It
has an electric clutch which automatically engages or disengages the compressor
to the belt drive system of the compressor.
An electrical blower is mounted on the aft side of the rear cabin panel.
Air from the baggage area is drawn through the evaporator by the blower and
distributed through an overhead duct to individual outlets located adjacent to
each occupant.
The switches are located to the left of the the throttle quadrant and the
temperature control is located on the right side of the instrument panel. The
temperature control regulates the desired temperature of the cabin. Turn the
control clockwise for increased cooling, counterclockwise for decreased cooling.
Located to the left of the the throttle quadrant is the fan speed switch and the
air conditioning ON-OFF switch. The fan can be operated independently of the
air conditioning. However, it must be on for air conditioner operation. Turning
either switch off will disengage the compressor clutch and retract the condenser
door. Cooling air should be felt within one minute after the air conditioner is
turned on.
NOTE
If the system is not operating in 5 minutes, turn the
system OFF until the fault is corrected.
The FAN switch allows operation of the fan with the air conditioner turned
OFF to aid cabin air circulation if desired. A LOW or HIGH flow of air can be
selected to the air conditioner outlets located in the overhead duct. The outlets
can be adjusted or turned off by each occupant to regulate individual cooling
effect.
ISSUED: December 22, 2017
REPORT: VB-2749
51 of 6,
9-7
SECTION 9
SUPPLEMENT 1
PA-28-181, ARCHER III
SECTION 7 - DESCRIPTION AND OPERATION (continued)
An “AC DOOR OPEN” CAS advisory alert will appear on the PFD
whenever the condenser door is open and remains on until the door is closed.
The “AC DOOR OPEN” CAS advisory will turn to a CAS caution if the
condenser door is open during engine out situations.
A circuit breaker located on the circuit breaker panel protects the air
conditioning electrical system.
Whenever the throttle is in the full throttle position, it actuates a micro
switch which disengages the compressor and retracts the condenser door. This is
done to obtain maximum power and maximum rate of climb. The fan continues
to operate and the air will remain cool for approximately one minute. When
the throttle is retarded approximately 1/4 inch, the clutch will engage and the
condenser door will extend, again supplying cool, dry air.
REPORT: VB-2749
9-8,
62 of 6
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 2
FOR
BENDIX/KING KR-87 DIGITAL ADF
WITH GARMIN PFD INDICATOR
This supplement must be attached to the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual when the Bendix/King KR-87 Digital
ADF with the Garmin Primary Flight Display (PFD) Indicator is installed per
the Equipment List. The information contained herein supplements or
supersedes the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED: _________________
Eric A. Wright
ODA-510620-CE
Piper Aircraft, Inc.
Vero Beach, Florida
DATE OF APPROVAL: May 7, 2018
2
Bendix/King KR-87 Digital ADF with Garmin PFD Indicator
pages)
ISSUED: December 22, 2017
REVISED: May 7, 2018
(
1
0
REPORT: VB-2749
1 of 10
9-9
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
SECTION 1 - GENERAL
The Bendix/King Digital ADF is a panel mounted, digitally tuned, automatic
direction finder. It is designed to provide continuous 1 kHz digital tuning in the
frequency range of 200 kHz to 1799 kHz and eliminates the need for mechanical
band switching. The system comprises a receiver, a built-in electronic timer, a
bearing indicator on the Garmin PFD and a KA-44B combined loop and sense
antenna.
The Bendix/King Digital ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude modulated (AM) signals.
The “flip-flop” frequency display allows switching between pre-selected
“STANDBY” and “ACTIVE” frequencies by pressing the frequency transfer
button. Both preselected frequencies are stored in a non-volatile memory circuit
(no battery power required) and displayed in self-dimming gas discharge numerics. The active frequency is continuously displayed in the left window, while the
right window will display either the standby frequency or the selected readout
from the built-in timer.
The built-in electronic timer has two separate and independent timing functions: (1) An automatic flight timer that starts whenever the unit is turned on.
This timer functions up to 59 hours and 59 minutes. (2) An elapsed timer which
will count up or down for up to 59 minutes and 59 seconds. When a preset time
interval has been programmed and the countdown reaches :00, the display will
flash for 15 seconds. Since both the flight timer and elapsed timer operate independently, it is possible to monitor either one without disrupting the other. The
pushbutton controls are internally lighted.
SECTION 2 - LIMITATIONS
No change.
SECTION 3 - EMERGENCY PROCEDURES
No change.
REPORT: VB-2749
9-10,
2 of 10
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 2
SECTION 4 - NORMAL PROCEDURES
To Operate as an Automatic Direction Finder:
1. OFF/VOL Control - ON.
2. Frequency Selector Knobs - SELECT desired frequency in the standby
frequency display.
3. FRQ Button - PRESS to move the desired frequency from the standby to
the active position.
4. ADF Button (on ADF receiver) - PRESS to activate ADF mode.
5. ADF Button (on audio panel) - PRESS to activate ADF audio through
headset.
6. SPKR Button (on audio panel) - PRESS to activate ADF audio through
cockpit speaker.
7. OFF/VOL Control - SET to desired volume level.
8. ADF Bearing - Display ADF bearing on PFD by selecting the PFD softkey, then pressing the BRG1 or BRG2 softkey until “ADF” is displayed
in the appropriate Bearing 1 or Bearing 2 Information Window and the
bearing pointer is displayed on the HSI.
ADF Test (Pre-flight or In-flight):
1. ADF Button - SELECT ANT mode and note pointer moves towards the
90° position and then disappears.
2. ADF Button - SELECT ADF mode and note the pointer moves without
hesitation to the station bearing. Excessive pointer sluggishness, wavering
or reversals indicate a signal that is too weak or a system malfunction.
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT:
REPORT: VB-2749
VB-2749
13 of
of 10
10 9-11
9-11
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
SECTION 4 - NORMAL PROCEDURES (continued)
NOTE
The Standby Frequency which is in memory while
Flight Time or Elapsed Time modes are being
displayed may be called back by pressing the FRQ
button, then transferred to active use by pressing
the FRQ button again.
To Operate Elapsed Time Timer-Count Down Mode:
1.
2.
3.
4.
OFF/VOL Control - ON.
FLT/ET Mode Button - PRESS (once or twice) until ET is annunciated.
SET/RST Button - PRESS until the ET annunciation begins to flash.
FREQUENCY SELECTOR KNOBS - SET desired time in the elapsed
time display. The small knob is pulled out to tune the 1’s. The small knob
is pushed in to tune the 10’s. The outer knob tunes minutes up to 59 minutes.
NOTE
Selector knobs remain in the time set mode for 15
seconds after the last entry or until the SET/RST,
FLT/ET, or FRQ button is pressed.
5. SET/RST Button - PRESS to start countdown. When the timer reaches 0,
it will start to count up as display flashes for 15 seconds.
NOTE
While FLT or ET are displayed, the active
frequency on the left side of the window may be
changed, by using the frequency selector knobs,
without any effect on the stored standby frequency
or the other modes.
REPORT:
REPORT: VB-2749
VB-2749
9-12,
9-12, 42 of
of 10
10
ISSUED:
ISSUED:December
December22,
22,2017
2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 2
SECTION 4 - NORMAL PROCEDURES (continued)
ADF Operation NOTES:
Erroneous ADF Bearing Due to Radio Frequency Phenomena:
In the U.S., the FCC, which assigns AM radio frequencies, occasionally will
assign the same frequency to more than one station in an area. Certain conditions, such as Night Effect, may cause signals from such stations to overlap.
This should be taken into consideration when using AM broadcast station for
navigation.
Sunspots and atmospheric phenomena may occasionally distort reception so that
signals from two stations on the same frequency will overlap. For this reason,
it is always wise to make positive identification of the station being tuned, by
switching the function selector to ANT and listening for station call letters.
Electrical Storms:
In the vicinity of electrical storms, an ADF indicator pointer tends to swing from
the station tuned toward the center of the storm.
Night Effect:
This is a disturbance particularly strong just after sunset and just after dawn. An
ADF indicator pointer may swing erratically at these times. If possible, tune to
the most powerful station at the lowest frequency. If this is not possible, take the
average of pointer oscillations to determine relative station bearing.
Mountain Effect:
Radio waves reflecting from the surface of mountains may cause the pointer to
fluctuate or show an erroneous bearing. This should be taken into account when
taking bearings over mountainous terrain.
Coastal Refraction:
Radio waves may be refracted when passing from land to sea or when moving
parallel to the coastline. This also should be taken into account.
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT:
REPORT: VB-2749
VB-2749
15 of
of 10
10 9-13
9-13
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
SECTION 5 - PERFORMANCE
No change.
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook and Airplane Flight
Manual.
REPORT:
REPORT: VB-2749
VB-2749
9-14,
9-14, 26 of
of 10
10
ISSUED:
ISSUED:December
December22,
22,2017
2017
REVISED: May 7, 2018
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
SECTION 7 - DESCRIPTION AND OPERATION
KR-87 Digital ADF
ADF Displays on Garmin PFD
Digital ADF Operating Controls and PFD Indicator
Figure 1
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT:
REPORT: VB-2749
VB-2749
17 of
of 10
10 9-15
9-15
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
SECTION 7 - DESCRIPTION AND OPERATION (continued)
Legend - Figure 1
1. Mode Annunciation - Antenna (ANT) is selected by the “out” position of
the ADF button. This mode improves the aural reception and is usually
used for station identification. The bearing pointer is deactivated and will
move towards the 90° relative position and then disappear. Automatic
Direction Finder (ADF) mode is selected by the depressed position of the
ADF button. This mode activates the bearing pointer. The bearing pointer
will point in the direction of the station relative to the aircraft heading.
2. Active Frequency Display - The frequency to which the ADF is tuned is
displayed here. The active ADF frequency can be changed directly when
either of the timer functions are selected.
3. Beat Frequency Oscillator (BFO) - The BFO mode, activated and annunciated when the “BFO” button is depressed, permits the carrier wave and
associated morse code identifier broadcast on the carrier wave to be heard.
NOTE
CW signals (Morse Code) are unmodulated and
no audio will be heard without use of BFO. This
type of signal is not used in the United States air
navigation. It is used in some foreign countries and
marine beacons.
4. Standby Frequency Annunciation (FRQ) - When FRQ is displayed,
the STANDBY frequency is displayed in the right hand display. The
STANDBY frequency is selected using the frequency select knobs. The
selected STANDBY frequency is put into the ACTIVE frequency window
by pressing the frequency transfer button.
5. Standby Frequency Display - Either the standby frequency, the flight
timer, or the elapsed time is displayed in this position. The flight timer
and elapsed timer are displayed replacing the standby frequency which
goes into “blind” memory to be called back at any time by depressing the
FRQ button. Flight time or elapsed time are displayed and annunciated
alternatively by depressing the FLT/ET button.
REPORT:
REPORT: VB-2749
VB-2749
9-16,
9-16, 28 of
of 10
10
ISSUED:
ISSUED:December
December22,
22,2017
2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 2
SECTION 7 - DESCRIPTION AND OPERATION (continued)
Legend - Figure 1 (continued)
6. Timer Mode Annunciation - Either the elapsed time (ET) or flight time
(FLT) mode is annunciated here.
7. Frequency Selector Knobs - Selects the standby frequency when FRQ is
displayed and directly selects the active frequency whenever either of the
timer functions is selected. The frequency selector knobs may be rotated
either clockwise or counterclockwise. The small knob is pulled out to tune
the 1’s. The small knob is pushed in to tune the 10’s. The outer knob tunes
the 100’s with rollover into the 1000’s. These knobs are also used to set
the desired time when the elapsed timer is used in the countdown mode.
8. Off/Volume Control (OFF/VOL) - Controls primary power and audio
output level. Clockwise rotation from OFF position applies primary power
to receiver; further clockwise rotation increases audio level. Audio muting causes the audio output to be muted unless the receiver is locked on a
valid station.
9. Set/Reset Button (SET/RST) - The set/reset button, when pressed, resets
the elapsed timer whether it is being displayed or not.
10. Flight Time/Elapsed Time Mode Selector Button (FLT/ET) - The Flight
Timer/Elapsed Time mode selector button, when pressed, alternatively
selects either Flight Timer mode or Elapsed Timer mode.
11. Frequency Transfer Button (FRQ) - The FRQ transfer button, when
pressed, exchanges the active and standby frequencies. The new frequency becomes active and the former active frequency goes into standby.
12. BFO Button - The BFO button selects the BFO mode when in the
depressed position (see Note under item 3).
13. ADF Button - The ADF button selects either the ANT mode or the ADF
mode. The ANT mode is selected with the ADF button in the out position.
The ADF mode is selected with the ADF button in the depressed position.
14. Bearing Pointer (on PFD) - The cyan arrow indicates magnetic bearing to
the station in degrees.
ISSUED: December 22, 2017
REVISED: May 7, 2018
REPORT:
REPORT: VB-2749
VB-2749
19 of
of 10
10 9-17
9-17
SECTION 9
SUPPLEMENT 2
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:
REPORT: VB-2749
VB-2749
9-18,
9-18, 210ofof1010
ISSUED:
ISSUED:December
December22,
22,2017
2017
REVISED: May 7, 2018
SECTION 9
SUPPLEMENT 3
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 3
FOR
BENDIX/KING KN-63 DME
This supplement must be attached to the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual when the Bendix/King KN-63 DME
is installed per the Equipment List. The information contained herein
supplements or supersedes the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual.
FAA APPROVED: _________________
Eric A. Wright
ODA-510620-CE
Piper Aircraft, Inc.
Vero Beach, Florida
DATE OF APPROVAL: December 22, 2017
3
Bendix/King KN-63 DME
ISSUED: December 22, 2017
REVISED: May 7, 2018
(4 pages)
REPORT: VB-2749
1 of 4
9-19
SECTION 9
SUPPLEMENT 3
PA-28-181, ARCHER III
SECTION 1 - GENERAL
The Bendix/King KN-63 DME supplies continuous slant range distance information from a fixed ground station to an aircraft in flight.
The equipment consists of a Garmin Primary Flight Display (PFD) which contains all the operating controls and displays, and a remotely mounted KN-63
Receiver-Transmitter.
SECTION 2 - LIMITATIONS
No change.
SECTION 3 - EMERGENCY PROCEDURES
No change.
SECTION 4 - NORMAL PROCEDURES
DME Operation
1. NAV 1 and NAV 2 VHF Navigation Receivers - ON; TUNE FREQUENCY
to VOR/DME or VORTAC station frequencies, as required.
NOTE
When the VORTAC or VOR/DME frequency
is selected, the appropriate DME frequency is
automatically channeled.
2. DME IDENTIFICATION - select DME button on audio panel (audio ID
will always come through the headset and will come through the cockpit
speaker if SPKR is selected on the audio panel).
3. Select PFD softkey, then DME softkey to display DME Information window.
4. Select DME softkey on PFD to display DME TUNING Window.
5. Select NAV1, NAV2 or HOLD mode from DME TUNING window.
SECTION 5 - PERFORMANCE
No change.
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook and Airplane
Flight Manual.
REPORT: VB-2749
9-20,
2 of 4
ISSUED: December 22, 2017
REVISED: May 7, 2018
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 3
SECTION 7 - DESCRIPTION AND OPERATION
DME Display on Garmin PFD
Figure 1
Legend - Figure 1
1. DME Information Window
1
2
2. DME MODE ANNUNCIATOR
Displays the DME operating mode; NAV 1 or NAV 2 3
or HOLD as selected in the DME TUNING window.
4
3. FREQUENCY
Displays the frequency of the VOR / DME or VORTAC selected on the
associated navigation radio or the frequency being held (HOLD) that
was previously selected.
4. DISTANCE DISPLAY (NM)
DME distance to VOR / DME or VORTAC displayed in .1 nautical mile
increments up to 99.9 NM, then in increments of one nautical mile to
up to 389 NM.
ISSUED: December 22, 2017
REPORT: VB-2749
3 of 4
9-21
SECTION 9
SUPPLEMENT 3
PA-28-181, ARCHER III
SECTION 7 - DESCRIPTION AND OPERATION (continued)
Legend - Figure 1 (continued)
5. DME TUNING Window (NAV1, NAV2, HOLD)
Allows access to the DME operating mode as follows:
NAV 1 Selects DME operation
with No. 1 VHF navigation set; enables channel selection by NAV 1
frequency selector controls.
5
NAV 2 Selects DME operation with No. 2 VHF navigation set; enables
channel selection by NAV 2 frequency selector controls.
HOLD Selects DME memory circuit; DME remains channeled to station
which was last channeled when HOLD was selected and will
continue to display information relative to this channel. Allows
both the NAV 1 and NAV 2 navigation receivers to be set to new
operational frequencies without affecting the previously selected
(HOLD) DME operation.
NOTE
In the HOLD mode, the frequency being held
remains in the DME Information Window and
does not update when NAV1 or NAV2 frequencies
are being updated.
NOTE
If NAV1 or NAV2 are yellow-x’d on the PFD, the
associated DME indication will be valid if it was
the active DME when the NAV failure occurred.
Switching to the DME associated with the failed
NAV will not be possible.
REPORT: VB-2749
9-22,
4 of 4
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 4
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 4
FOR
APPAREO VISION 1000 UNIT
This supplement must be attached to the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual when the optional Appareo Vision 1000
unit is installed in accordance with Piper Drawing 107420. The information
contained herein supplements or supersedes the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in
this supplement, consult the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual. This supplement has been FAA Approved as a
permanent part of this handbook and must remain in this handbook at all times
when the optional Appareo Vision 1000 unit is installed.
FAA APPROVED:
Eric A. Wright
ODA–510620–CE
Piper Aircraft, Inc.
Vero Beach, Florida
DATE OF APPROVAL: December 22, 2017
4
Appareo Vision 1000 Unit
ISSUED: December 22, 2017
(4 pages)
REPORT: VB-2749
1 of 4,
9-23
SECTION 9
SUPPLEMENT 4
PA-28-181, ARCHER III
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional Appareo Vision 1000 unit is installed. The
information contained within this supplement is to be used “as described”
in conjunction with the complete handbook.
SECTION 2 - LIMITATIONS
No change.
SECTION 3 - EMERGENCY PROCEDURES
No change.
SECTION 4 - NORMAL PROCEDURES
OPERATION
This system does not require flight crew interface during aircraft operation.
The flight crew need only ensure that an Appareo SD card is in the Vision
1000 prior to flight operations.
NOTE
During low light operations, quality of images
may be reduced.
To insert memory card:
1. Open access door on Vision 1000
2. Ensure proper orientation of SD memory card and Insert, push in to secure
3. Check status of LED (see table below)
4. Close Vision 1000 access door
To remove memory card:
1. Open access door on Vision 1000
2. Push on SD memory card to release and remove
3. Close Vision 1000 access door
REPORT: VB-2749
9-24,
2 of 4
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 4
PA-28-181, ARCHER III
SECTION 4 - NORMAL PROCEDURES (continued)
Status Indicators:
Table 1: LED Status
Item
LED Status
Configuration
1
Red
Fault detected: Refer to ICA
2
Blue
Booting
3
Green
Operating
4
Yellow
SD card not inserted: insert SD card and verify Green LED
SD card not formatted correctly: format SD to NTSF, verify
Green LED
GPS lock not received: Allow 15 minutes to clear, if problem
persists contact Appareo
5
NO LED
Not functioning: Refer to ICA
SECTION 5- PERFORMANCE
No change.
SECTION 6- WEIGHT AND BALANCE
Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook.
ISSUED: December 22, 2017
REPORT: VB-2749
31 of 4,
9-25
SECTION 9
SUPPLEMENT 4
PA-28-181, ARCHER III
SECTION 7- DESCRIPTION AND OPERATION
The Vision 1000 system is a data gathering system utilizing global positioning,
image capturing, flight attitude acquisition, and ambient audio recording. It
will record the aircraft’s airframe attitudes, rates, accelerations, GPS position,
and record cockpit audio and images.
The Vision 1000 system is protected via an in-line fuse located behind the
instrument panel. Power may be removed from the Vision 1000 system
by selecting AVION MASTER OFF or unplugging the cannon plug on the
camera.
REPORT: VB-2749
9-26,
9-26, 24of
of44
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 5
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 5
FOR
Flightcom Model 403 Intercom
This supplement must be attached to the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual when the optional Flightcom model
403 intercom is installed in accordance with Piper Drawing 107421. The
information contained herein supplements or supersedes the Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual. This supplement has been FAA Approved as
a permanent part of this handbook and must remain in this handbook at all times
when the optional model 403 unit is installed.
FAA APPROVED:
Eric A. Wright
ODA–510620–CE
Piper Aircraft, Inc.
Vero Beach, Florida
DATE OF APPROVAL: December 22, 2017
5
Flightcom Model 403 Intercom
ISSUED: December 22, 2017
(4 pages)
REPORT: VB-2749
1 of 4 9-27
SECTION 9
SUPPLEMENT 5
PA-28-181, ARCHER III
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional Flightcom model 403 intercom is installed. The
information contained within this supplement is to be used in conjunction
with the complete handbook.
SECTION 2 - LIMITATIONS
No change.
SECTION 3 - EMERGENCY PROCEDURES
Intercom Failsafe Feature
In the event of a power supply interruption to the intercom, the integral failsafe
mode in the intercom will provide the pilot’s and copilot’s headsets with normal
ICS and aircraft radio operation. When using a stereo headset set the headset
switch to Mono. Using headsets with a stereo headphone plug but without a
Mono setting will cause only one earphone to be active.
The Flightcom model 403 intercom does not have a dedicated circuit breaker
but is protected via an in-line fuse located behind the instrument panel.
SECTION 4 - NORMAL PROCEDURES
Adjusting the Intercom and Headsets
To adjust the intercom and headsets:
1.
Plug headsets into the co-pilot and passenger jacks in the aircraft.
NOTE
Using stereo headphones without a Mono setting
will cause only one earphone to be active.
2.
3.
4.
5.
6.
Turn on the aircraft BATT MASTR switch to turn on the intercom.
Set the intercom Volume control knob to the 11 o’clock position.
Set the intercom Squelch control knob to the 3 o’clock position.
Turn up each headset volume to 1/2 the available volume control.
Position the headset boom microphone 1/8” from your lips to the side
of your mouth.
REPORT: VB-2749
9-28,
2 of 4
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 5
SECTION 4 - NORMAL PROCEDURES (continued)
Adjusting the Intercom and Headsets (continued)
NOTE
Noise canceling microphones will not operate
correctly if they are more than 1/8” from the
mouth.
7.
While speaking loudly, adjust the ICS volume controls on the Garmin
audio panel to set the pilot and copilot volumes to a comfortable level.
The Flightcom 403 ICS volume should then be adjusted to set passenger
ICS volumes.
Adjusting the Squelch Control
To adjust the squelch control:
1.
2.
While no one is talking, turn the intercom Squelch control knob as far
clockwise as possible while still blocking background noise.
Re-adjust the setting in flight to compensate for different noise levels.
NOTE
If you set the squelch too high by turning the
Squelch control knob counterclockwise, your
voice will be cut out unless you talk very loudly;
if you set the squelch too low by turning the
Squelch control knob clockwise, the background
noise will be heard occasionally. The intercom
will not interfere with normal use of the radio and
will allow passengers to hear the aircraft radio and
sidetone.
Radio Transmission
To transmit on the radio as the co-pilot and/or passengers, push the PTT switch
associated with your headset plug-in panel. Only the person whose pushto-talk switch is depressed will be heard over the radio. No other intercom
conversations will be transmitted over the radio at that time.
NOTE
If your push-to-talk switch fails, you can use the
existing handheld microphone to talk on the radio
while listening over the intercom.
ISSUED: December 22, 2017
REPORT: VB-2749
31 of 4 9-29
SECTION 9
SUPPLEMENT 5
PA-28-181, ARCHER III
SECTION 4 - NORMAL PROCEDURES (continued)
Isolate Switch
For normal intercom and transmit operations, place the Isolate switch in the
ICS position. To isolate the passengers from transmitting and receiving radio
communications, place the Flightcom 403 Isolate switch in the Isolate position.
Placing the Isolate switch in this position will allow continued use of the
intercom between copilot and passengers. Isolation of the the pilot ICS and
radio transmission/reception will be controlled through use of the Garmin audio
panel ICS isolation intercom controls.
SECTION 5- PERFORMANCE
No change.
SECTION 6- WEIGHT AND BALANCE
Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook.
SECTION 7- DESCRIPTION AND OPERATION
See Flightcom Model 403 Panel-Mount Intercom Installation/Operation Manual
for a complete description of the Flightcom model 403 system (www.Flightcom.
net).
The Flightcom 403 panel-mount intercom is installed in the aircraft to provide
radio communication capability to the aft seat passengers. The Flightcom 403
system is interfaced with the copilot and both aft passenger headset plug-in
panels. The aft seat passengers may transmit on the radio by pressing the
press to talk (PPT) switch on their associated headset plug-in panel. Pilot
radio transmissions will have priority over the passengers. The pilot is not
effected by the configuration of the Flightcom 403 system and is independently
controlled by the Garmin GMA 1360 audio panel. Isolation of the ICS and
radio transmissions is performed using a combination of Garmin GMA 1360
audio panel and Flightcom 403 system isolation switches . See section 4 of this
supplement for normal operating procedures.
REPORT: VB-2749
9-30,
24 of 4
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
Supplement 6
Carbureted O-360 Engine Installation
This supplement must be attached to the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual when the Carbureted O-360 Engine
is installed in accordance with Piper Drawing 109002-001. The information
contained herein supplements or supersedes the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in this
supplement, consult the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual.
This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the Carbureted
O-360 Engine is installed.
FAA APPROVED:
Eric A. Wright
ODA-510620-CE
Piper Aircraft, Inc.
Vero Beach, Florida
DATE OF APPROVAL: December 22, 2017
6
Carbureted O-360 Engine Installation
ISSUED: December 22, 2017
(22 pages)
REPORT: VB-2749
1 of 22 9-31
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the Carbureted O-360 Engine is installed. The information
contained within this supplement is to be used “as described” in conjunction
with the complete handbook.
1.3 Engines
(c) Engine Model Number
Carbureted
(j) Engine Type
O-360-A4M
Four Cylinder, Direct Drive,
Horizontally Opposed, Air Cooled
SECTION 2 - LIMITATIONS
2.7 Powerplant Limitations
(c) Engine Model No.
Carbureted
REPORT: VB-2749
9-32,
2 of 22
O-360-A4M
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
SECTION 3 - EMERGENCY PROCEDURES
3.5
Emergency Procedures Check List
NOTE
Only those Emergency Procedures that are specific
to a Carbureted engine, are provided in this
supplement. Refer to Pilot Operating Handbook
Section 3 for all Emergency Procedures.
3.5b Engine Power Loss
Engine Power Loss During Takeoff
If sufficient runway remains for a complete stop:
Airspeed ................................................... MAINTAIN SAFE AIRSPEED
Landing........................................LAND and STOP STRAIGHT AHEAD
Brakes.......................................................................................... as required
If insufficient runway remains:
Airspeed ................................................... MAINTAIN SAFE AIRSPEED
Flaps................................................................................... AS REQUIRED
NOTE
Make only shallow turns to avoid obstructions.
If sufficient altitude has been gained to attempt a restart:
Airspeed .................................................................. MAINTAIN 76 KIAS
FUEL Selector.................................................................. SWITCH to tank
containing fuel
FUEL PUMP................................................................................Check ON
MIXTURE.......................................................................................... RICH
CARB HEAT.......................................................................................... ON
If power is not regained, proceed with power-off landing.
Proper action following a loss of power, depends on circumstances. If
the situation allows, flaps are normally fully extended for touchdown. If
power loss was caused by fuel exhaustion, power will not be regained after
switching fuel tanks until the empty fuel lines are filled. This may require
up to ten seconds.
ISSUED: December 22, 2017
REPORT: VB-2749
3 of 22 9-33
SECTION 9
SUPPLEMENT 6
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5b Engine Power Loss (continued)
Engine Power Loss In Flight
Airspeed ................................................................... MAINTAIN 76 KIAS
FUEL Selector.................................................................. SWITCH to tank
containing fuel
FUEL PUMP........................................................................................... ON
MIXTURE ......................................................................................... RICH
CARB HEAT.......................................................................................... ON
LEFT/RIGHT MAG Switches.......................................Turn OFF then ON
one at a time
When power is restored:
CARB HEAT........................................................................................ OFF
FUEL PUMP......................................................................................... OFF
Land as soon as practical and investigate cause of power loss.
If power is not restored prepare for power-off landing.
Complete engine power loss is usually caused by fuel flow interruption,
attempt to restore power by turning the fuel pump ON and selecting the
other fuel tank. Move the throttle and mixture control levers to different
settings. This may restore power if the problem is too rich or too lean a
mixture or if there is a partial fuel system restriction. Water in the fuel could
take some time to be consumed, so allowing the engine to windmill may
restore power. If engine failure was caused by fuel exhaustion, power will
not be restored after switching fuel tanks until the empty fuel lines are filled.
This may require up to ten seconds. If power is still not restored, select
Carburetor Heat ON, and turn the left and right magneto switches OFF then
ON one at a time
REPORT: VB-2749
9-34,
4 of 22
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
3.5
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5j Carburetor Icing
Carburetor Icing
CARB HEAT.......................................................................................... ON
MIXTURE..................................................................Adjust for Maximum
Smoothness
Under certain moist atmospheric conditions at temperatures of -5°C to
20°C, it is possible for ice to form in the induction system. This is due to the
high air velocity through the carburetor venturi and the absorption of heat
from this air by vaporization of the fuel. To avoid this, carburetor preheat
is provided to replace the heat lost by vaporization. Carburetor heat should
be full on when carburetor ice is encountered.
ISSUED: December 22, 2017
REPORT: VB-2749
5 of 22 9-35
SECTION 9
SUPPLEMENT 6
3.5
PA-28-181, ARCHER III
EMERGENCY PROCEDURES CHECK LIST (continued)
3.5k
Engine Roughness
ENGINE ROUGHNESS
NOTE
Partial carburetor heat may be worse than no heat
at all, since it may melt part of the ice, which
will refreeze in the intake system. When using
carburetor heat, always use full ON, and when
ice is removed return the control to the full OFF
position.
CARB HEAT.......................................................................................... ON
If roughness continues after one minute:
CARB HEAT........................................................................................ OFF
MIXTURE............................................. Adjust for Maximum Smoothness
FUEL PUMP........................................................................................... ON
Fuel Selector................................................................... SWITCH TANKS
Engine Indicators............................................................................ CHECK
LEFT/RIGHT MAG Switches................. Individually Select OFF and ON
..If operation is satisfactory on either MAG, continue on that magneto at
reduced power and full RICH mixture to nearest airport.
Prepare for power-off landing.
NOTE
If possible, always retain glide capability to the
selected landing area in case of total engine failure.
Engine roughness due to carburetor icing is indicated by a drop in RPM,
and may be accompanied by a slight loss of airspeed or altitude. If too much
ice is allowed to accumulate, restoration of full power may not be possible;
therefore, prompt action is required. Upon completion of this checklist, if
roughness persists, prepare for a precautionary landing at pilot’s discretion.
REPORT: VB-2749
9-36,
62 of 22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
SECTION 4 - NORMAL PROCEDURES
NOTE
Only those Normal Procedures that are specific
to a Carbureted engine, are provided in this
supplement. Refer to Pilot Operating Handbook
Section 4 for all Normal Procedures.
ISSUED: December 22, 2017
REPORT: VB-2749
71 of 22 9-37
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
SECTION 4 - NORMAL PROCEDURES (continued)
4.5c Before Starting Engine Checklists
Before Starting Engine
Flaps............................................................................................RETRACT
Passengers.......................................................................................BOARD
Door.......................................................................CLOSED and SECURE
Seats.........................................ADJUSTED and LOCKED IN POSITION
Seat Belts and Harness...................................................FASTEN/ADJUST
CHECK INERTIA REEL
FUEL Selector ................................................................DESIRED TANK
PARK BRAKE......................................................................................SET
Circuit Breakers ........................................................................CHECK IN
CARB HEAT........................................................................................ OFF
ALTERNATE STATIC SOURCE ...................................................... OFF
All Electrical Switches.......................................................................... OFF
BATT MASTR..................................................................................... OFF
AVION MASTER................................................................................ OFF
NOTE
The EMERG BATT may remain ON after checking
for proper bus operation, thereby allowing the
displays to remain active prior to engine start.
Avoid delays between this check and engine
starting to preserve emergency battery power.
EMERG BATT Switch........................................................................ARM
E VOLTS Indication............................................ 23.3 VOLTS (Minimum)
Verify operation of:
• PFD with no red-x’s on:
• Attitude
• Airspeed
• Altitude
• Vertical Speed
• Audio Panel
• COM1
• NAV1
• Engine Indications
• Standby Flight Instruments
REPORT: VB-2749
9-38,
8 of 22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
4.5c Before Starting Engine Checklists (continued)
If the E VOLTS indication is less than 23.3 VOLTS, the voltage should
be checked again at the end of the GROUND CHECK checklist (after being
charged for some time by the primary electrical system). If E VOLTS is still
less than 23.3 volts, determine the cause and correct the issue prior to flight.
4.5d Engine Start Checklists
Normal Start - Cold Engine
THROTTLE...........................................................................1/4 IN. OPEN
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
LEFT MAG Switch................................................................................. ON
FUEL PUMP........................................................................................... ON
FIN STROBE Switch.............................................................................. ON
MIXTURE............................................................................... FULL RICH
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch............................................................................. ENGAGE
THROTTLE...................................................................................ADJUST
RIGHT MAG Switch.............................................................................. ON
Oil Pressure..................................................................................... CHECK
NOTE
If engine does not start within 10 seconds, prime
and repeat starting procedure.
ISSUED: December 22, 2017
REPORT: VB-2749
9 of 22 9-39
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
4.5d Engine Start Checklists (continued)
Normal Start - Hot Engine
THROTTLE...........................................................................1/2 IN. OPEN
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
LEFT MAG Switch................................................................................. ON
FUEL PUMP........................................................................................... ON
MIXTURE............................................................................... FULL RICH
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch.................................................................................. PRESS
THROTTLE...................................................................................ADJUST
RIGHT MAG Switch.............................................................................. ON
Oil Pressure..................................................................................... CHECK
Engine Start - Flooded
THROTTLE............................................................................ OPEN FULL
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
LEFT MAG Switch................................................................................. ON
FUEL PUMP......................................................................................... OFF
MIXTURE.........................................................................IDLE CUT-OFF
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations........................... CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch.................................................................................. PRESS
MIXTURE................................................................................ ADVANCE
THROTTLE..................................................................................RETARD
RIGHT MAG Switch.............................................................................. ON
Oil Pressure..................................................................................... CHECK
REPORT: VB-2749
9-40,
10 of 22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
4.5d Engine Start Checklists (continued)
Engine Start - Using External Power Source
NOTE
The EMERG BATT switch may remain ON while
using external power. The emergency bus does not
receive power from the external power source due
to a relay in the circuit.
BATT MASTR Switch ........................................................................ OFF
ALTR Switch........................................................................................ OFF
LEFT MAG Switch ............................................................................... ON
EMERG BATT Switch........................................................ VERIFY ARM
All Electrical Equipment....................................................................... OFF
External Power................................................................................. APPLY
THROTTLE ...........................................................................1/4 in. OPEN
FUEL PUMP........................................................................................... ON
MIXTURE .............................................................................. FULL RICH
CAS Messages.................................. CONSIDER ANY ILLUMINATED
PFD Annunciations............................ CONSIDER ANY ILLUMINATED
Propeller...........................................................................................CLEAR
START Switch ................................................................................. PRESS
RIGHT MAG Switch.............................................................................. ON
Oil Pressure .................................................................................... CHECK
BATT MASTR Switch .......................................................................... ON
THROTTLE ................................................... LOWEST POSSIBLE RPM
External Power.................................................................... DISCONNECT
ALTR Switch............................................................ ON - Check Ammeter
Indication
NOTE
DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.
ISSUED: December 22, 2017
REPORT: VB-2749
11 of 22 9-41
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
4.5g Ground Check Checklist
GROUND CHECK
PARK BRAKE......................................................................................SET
THROTTLE................................................................................ 2000 RPM
LEFT/RIGHT MAG Check................................... MAX. DROP 175 RPM
MAX. DIFF. 50 RPM
Oil Temperature.............................................................................. CHECK
Oil Pressure..................................................................................... CHECK
VOLTS Indication.....................................CHECK BUS (28 +/- 1 VOLT)
ALTR AMPS Indication...............................................CHECK NORMAL
CARB HEAT.....................................................APPROX. 75 RPM DROP
FUEL PUMP......................................................................................... OFF
Verify Engine Operation
THROTTLE..................................................................................RETARD
If E VOLTS indication less than 23.3 VOLTS during BEFORE
STARTING ENGINE Checklist:
EMERG BATT Switch............................................................ Verify ARM
AVION MASTER Switch.................................................................... OFF
ALTR Switch........................................................................................ OFF
BATT MASTR Switch......................................................................... OFF
E VOLTS Indication............................................23.3 VOLTS MINIMUM
If E VOLTS less than 23.3 VOLTS, determine cause of low voltage
prior to flight.
If E VOLTS Greater Than or Equal to 23.3 VOLTS:
BATT MASTR Switch........................................................................... ON
ALTR Switch.......................................................................................... ON
AVION MASTER Switch...................................................................... ON
Operation on one magneto should not exceed 10 seconds. Avoid
prolonged ground operation with CARB HEAT “ON’’ as the air is
unfiltered.
REPORT: VB-2749
9-42,
12 of 22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
4.5h Before Takeoff Checklist
BEFORE TAKEOFF
BATT MASTR Switch........................................................... VERIFY ON
ALTR Switch.......................................................................... VERIFY ON
FUEL PUMP........................................................................................... ON
LEFT/RIGHT MAG Switches................................................ VERIFY ON
Flight Instruments........................................................................... CHECK
Standby Flight Instruments..............................................................CHECK
CAS Messages.................................... CONSIDER ANY ILLUMINATED
PFD Annunciations.............................CONSIDER ANY ILLUMINATED
System Messages (MSG Softkey).............................................CONSIDER
FUEL Selector.................................................................. PROPER TANK
Engine Indications.......................................................................... CHECK
CARB HEAT........................................................................................ OFF
MIXTURE.............................................................................................SET
Seat Backs........................................................................................ ERECT
Seats......................................ADJUSTED AND LOCKED IN POSITION
Belts/Harness.............................................................FASTENED/CHECK
Empty Seats............................... SEAT BELTS SECURELY FASTENED
Flaps.......................................................................................................SET
Stabilator and Rudder Trims..................................................................SET
Controls..................................................................FREE AND CORRECT
Door........................................................................................... LATCHED
Air Conditioner (if installed)................................................................ OFF
NOTE
TAS aural alerts will be muted when GPS altitude
is lower than ~ 400 FT AGL.
Takeoff should not be attempted with ice, snow, or frost on the wings.
To achieve the takeoff performance specified in Section 5, it is necessary
to set maximum power prior to brake release. Takeoff distances shown in
Section 5 will be increased by uphill runway gradient, soft, wet, rough or
grassy runway surface, or poor pilot technique. As power is applied at the
start of the takeoff, monitor at the engine instruments to verify that the
engine is operating properly and the airspeed indicator to confirm that it is
functioning. Full throttle should also be achieved without engine backfiring,
skipping, faltering or a reduction in engine oil pressure.
ISSUED: December 22, 2017
REPORT: VB-2749
13 of 22 9-43
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
4.5l Descent Checklist
DESCENT
Normal Descent:
THROTTLE................................................................................ 2500 RPM
Airspeed....................................................................................... 122 KIAS
MIXTURE.......................................................................................... RICH
CARB HEAT................................................................ ON IF REQUIRED
Power Off Descent:
CARB HEAT................................................................ ON IF REQUIRED
THROTTLE.................................................................................. CLOSED
Airspeed............................................................................. AS REQUIRED
MIXTURE......................................................................... AS REQUIRED
Power............................................................ VERIFY WITH THROTTLE
EVERY 30 SECONDS
If a prolonged power off descent is to be made, apply full carburetor
heat prior to power reduction if carburetor icing conditions are suspected.
Throttle should be retarded and mixture control leaned as required. Power
response should be verified approximately every 30 seconds by partially
opening and then closing the throttle (clearing the engine). When leveling
off enrichen mixture, set power as required and select carburetor heat off
unless carburetor icing conditions are suspected.
4.5m Approach and Landing Checklist
APPROACH AND LANDING
Carburetor heat should not be applied unless there is an indication
of carburetor icing, since the use of carburetor heat causes a reduction in
power which may be critical in case of a go-around. Full throttle operation
with carburetor heat on can cause detonation.
REPORT: VB-2749
9-44,
14 of 22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
SECTION 5 - PERFORMANCE
No change.
SECTION 6 - WEIGHT AND BALANCE
No change.
SECTION 7 - DESCRIPTION AND OPERATION
7.5 Engine and Propeller
The ARCHER III is powered by a four cylinder, direct drive, horizontally
opposed engine rated at 180 horsepower at 2700 rpm. It is furnished with a
starter, a 70 ampere, 28 volt alternator, a shielded ignition, a fuel pump, and a
dry, automotive type carburetor air filter.
ISSUED: December 22, 2017
REPORT: VB-2749
15 of 22 9-45
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
7.7 Engine Controls
A carburetor heat control is located on the instrument panel right of the
control quadrant. The control displays two positions: ON (down), OFF (up).
7.15 Fuel System
An electric engine priming system is provided to facilitate starting. The
primer switch is located right of the starter switch in the overhead switch panel
(see Fig. 7-10).
REPORT: VB-2749
9-46,
16 of 22
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
7.15 FUEL SYSTEM (continued)
FUEL SYSTEM SCHEMATIC
- Carbureted Engine Figure 7-6
7.19 INSTRUMENT PANEL
The instrument panel is designed to accommodate the Garmin G1000
system, the Aspen EBD standby instrument, required switches, and remaining
avionics/options (See Figures 7-9 and 7-10 for location of each item/details).
ISSUED: December 22, 2017
REPORT: VB-2749
17 of 22 9-47
REPORT: VB-2749
9-48,
18 of 22
16
14
3
13
4
5
12
1.
2.
3.
4.
5.
6.
7.
ASPEN - STANDBY INSTRUMENT
PLATE - AIRCRAFT REGISTRATION NUMBER
PFD
AUDIO PANEL
MFD
CABIN HEATER TEMP/WINDSHIELD DEFROST
AIR CONDITIONING TEMP CONTROLLER
Note - See next page for itemized list of components /switches.
15
1
2
6
7
11
8
15
10
9
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
INSTRUMENT PANEL
Figure 7-9
ISSUED: December 22, 2017
REVISED: May 7, 2018
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Aspen STBY
Plate - Aircraft Registration Number
PFD
Audio panel
MFD
Cabin heater temp / wnd shield defroster
Air conditioning temp. controller
ELT switch
HOBSS meter - Billing (optional)
HOBSS meter - Maintenance (optional)
Circuit breakers
Carb heat
ISSUED: December 22, 2017
REVISED: May 7, 2018
Figure 7-9 (continued)
13. Electrical accessories (L to R)
a) Flight director / autopilot switch (option)
b) Pitot heat
c) Ventilation fan
d) Air conditioner (option)
14. Dimmer rheostats (L to R)
a) Switches
b) Panel
c) Avionics
15. USB
16. ADF (option)
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
REPORT: VB-2749
19 of 22 9-49
REPORT: VB-2749
9-50,
2 ofof2222
20
Engine Starter
Engine Primer (Carbureted Engine Only)
Battery Master
Alternator
Fuel Pump
Left Magneto
Right Magneto
Landing Light
Nav Light
Strobe Lights/Fin Strobe
Reserved
Emergency Battery
Avionics Master
Overhead switches: (left to right)
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
7.19 INSTRUMENT PANEL (continued)
OVERHEAD SWITCH PANEL
Figure 7-10
ISSUED: December 22, 2017
PA-28-181, ARCHER III
SECTION 9
SUPPLEMENT 6
SECTION 8 - HANDLING, SERVICING, AND MAINTENANCE
8.21 Fuel System
(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, in the
electric fuel pump, and at the carburetor inlet must be cleaned.
ISSUED: December 22, 2017
REPORT: VB-2749
211 of 22 9-51
SECTION 9
SUPPLEMENT 6
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
9-52,
2 ofof2222
22
ISSUED: December 22, 2017
SECTION 9
SUPPLEMENT
SUPPLEMENTS7
PA-28-181, ARCHER III
PILOT’S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 7
FOR
AMSAFE Inflatable Seat Restraints
(STC SA02276AK)
The FAA approved operational supplement for the AMSAFE Inflatable
Seat Restraints, installed in accordance with STC SA02276AK, is required for
operation of this system. AMSAFE will be responsible to supply and revise
the operational supplement. It is permitted to include the AMSAFE Inflatable
Seat Restraints supplement in this location of the Pilot’s Operating Handbook
unless otherwise stated by AMSAFE. The information contained in the
AMSAFE Inflatable Seat Restraints supplement may supersede or supplement
the information in the basic Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual with respect to the operation of the AMSAFE Inflatable
Seat Restraints system. For limitations, procedures and performance information
not contained in the AMSAFE supplement, consult the basic Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual.
7
AMSAFE Inflatable Seat Restraints (STC SA02276AK)
ISSUED: December 22, 2017
REPORT: VB-2749
9-53
SECTION 9
SUPPLEMENTS7
SUPPLEMENT
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
9-54
ISSUED: December 22, 2017
SECTION 10
OPERATING TIPS
PA-28-181, ARCHER III
TABLE OF CONTENTS
SECTION 10
OPERATING TIPS
Paragraph
No.
Page
No.
10.1 General.........................................................................................
10.3 Operating Tips..............................................................................
10-1
10-1
ISSUED: December 22, 2017
REPORT: VB-2749
10-i
SECTION 10
OPERATING TIPS
PA-28-181, ARCHER III
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-2749
10-ii
ISSUED: December 22, 2017
SECTION 10
OPERATING TIPS
PA-28-181, ARCHER III
SECTION 10
OPERATING TIPS
10.1 General
This section provides operating tips of particular value in the operation
of Archer III.
10.3 Operating Tips
(a) Learn to trim for takeoff so that only a very light back pressure on the
control wheel is required to lift the airplane off the ground.
(b) The best speed for takeoff is about 57 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of engine
failure.
(c) Flaps may be lowered at airspeeds up to 102 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The flap step will not support weight if
the flaps are in any extended position. The flaps must be placed in the
“UP” position before they will lock and support weight on the step.
(d) The pilot should only reset a tripped circuit breaker if the system/
component is considered essential for safety of flight. Prior to resetting
the circuit breaker, wait at least one minute and verify there is no smoke
or burning smell. If the circuit breaker opens a second time, leave the
circuit breaker out. Have a maintenance inspection performed prior
to resetting the circuit breaker. Do not reset any nonessential circuit
breakers in flight.
(e) Before starting the engine, check that all radio switches, light switches
and the pitot heat switch are in the off position so as not to create an
overloaded condition when the starter is engaged.
ISSUED: December 22, 2017
REPORT: VB-2749
10-1
SECTION 10
OPERATING TIPS
PA-28-181, ARCHER III
10.3 OPERATING TIPS (continued)
(f) Anti-collision lights should not be operating when flying through cloud,
fog or haze, since reflected light can produce spacial disorientation.
Strobe lights should not be used in close proximity to the ground such
as during taxiing, takeoff or landing.
(g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the proper
positioning of his feet on the rudder pedals so as to avoid interference
with the torque tube when moving the rudder pedals or operating the toe
brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such as
regulations, advisory circulars, Aviation News, AIM and safety aids.
(i) Prolonged slips or skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow interruption
may occur when tank being used is not full.
(j) Hand starting of the engine is not recommended, however, should hand
starting of the engine be required, only experienced personnel should
attempt this procedure. The magneto selector should be placed to
“LEFT” during the starting procedure to reduce the probability of “kick
back.” Place the ignition switch to “BOTH” position after the engine
has started.
REPORT: VB-2749
10-2
ISSUED: December 22, 2017